KTM 1290 SUPER DUKE R
Packed with gut-wrenching performance and equally
evil looks, this BEAST 2.0 clearly isn‘t for the faint
hearted. If you think you‘ve got what it takes, finance
your brand new KTM 1290 Super Duke R now at prime
less 2%* and challenge yourself to see what real
power and precision can feel like.
SA LAUNCH TEST: KTM 790 DUKE
Foto: R. Schedl
KAWASAKI H2 SX
SA SCOOP TEST:
DUNLOP Q3+ TYRES
* Promotion valid from 1 April 2018 to 30 June 2018 on all new, in-stock 1290 Super Duke R 2017 models, while stocks last, at all participating KTM dealers. All information with the
proviso that mistakes, printing, setting and typing errors may occur. Please consult your local dealer for further details. Terms and Conditions apply. Finance is subject to approval.
Initiation fee and service fee may be applicable. KTM Finance is a product of WesBank - a division of First Rand Bank Ltd. Registered Bank. An Authorised Financial Services and
Registered Credit Provider. NCRCP20.
F3 800 RC
EXCLUSIVE MATT BIRT
Marc Marquez - the fastest rider on the planet!
WORLD LAUNCH TEST
PIRELLI DIABLO ROSSO
JUNE 2018 RSA R35.00
Gezeigte Fahrszenen bitte nicht nachahmen, Schutzkleidung tragen und die anwendbaren Bestimmungen der Straßenverkehrsordnung beachten!
9 Die 772075 abgebildeten Fahrzeuge 405004 können in einzelnen Details vom Serienmodell abweichen und zeigen teilweise Sonderausstattung gegen Mehrpreis.
EDITOR & DESIGN:
082 782 8240
071 684 4546
011 979 5035
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ED’S NOTES: ROB PORTMAN
There is no better reality show on TV right now than
MotoGP. It has everything – drama, comedy, thrills, spills,
action and emotion – you would think it was scripted.
The season is not even near the halfway mark and there
has already been plenty talking points – none more so
than Marquez vs Rossi again. But let’s now move on
from that and talk about what’s happening off track
and who’s going where for 2019. So far we know that
Dovi is staying with Ducati for another two-years, never
doubted that would happen. Who will be joining him
on the second factory bike is still a question that needs
answering. Lorenzo is clearly not enjoying life on the
Italian machine. His high wage bill demands success
and Ducati are losing patience with his lack of results.
As I type this the decision to keep or get rid of him might
have already been made. Jack Miller looks favourite to
get the ride, but his current team-mate in the Pramac
Ducati squad, Danillio Petrucci, will think otherwise.
Petrucci has been on the Ducati for a number of years
now and has proved his worth with some top rides,
especially in wet conditions. His ride to 2nd place at
Le Mans in the dry was another sign that he should be
considered for the ride, him being an Italian is another.
But Ducati might be looking at Miller to bring the same
success as another Aussie, Casey Stoner. Either way I
do think Lorenzo’s time at Ducati is over and could see
either Miller or Petrucci on the 2nd factory bike. If it was
my choice, I would take Chaz Davies and put him on the
bike. I think he would be really good…
So, where would that leave Lorenzo? Not many choices
it must be said. Suzuki looked certain to sign him, but
now it looks as if that spot, if not already done, has gone
to Spanish sensation Joan Mir, who will partner Alex Rins
in the factory team for 2019 and 2020. Mir is the hottest
property in MotoGP right now and if Suzuki do manage
to get him, it will be a great signing, especially considering
he had a pre-signed contract with Repsol Honda who
had fi rst choice on him. Mir, like most though, I don’t think
would want to go and be in the same team as Marquez.
As long as Marquez is there, any and all riders will play
second fi ddle. Marquez is Honda’s blued-eyed boy and
will always get preferential treatment and why not, he
deserves it after all.
Mir’s move leaves Iannone without a ride, again that could
have changed as you read this, having been told by the
Suzuki team that his services are no longer required. Even
his two podiums so far this season have not been enough
to save him. Apparently, he is not the easiest man to work
with and that was Suzuki’s biggest reason for letting him
go. Scott Redding’s Aprilia ride seems to be the only
available seat for Iannone, which I don’t think would be
fi rst choice for the Maniac. Rumours around the paddock
are that he could rejoin the Ducati factory team, but I don’t
see that happening after what went on in the past – taking
out Dovi springs to mind.
The decision, if true, for Mir to choose Suzuki over
Repsol Honda will surely see Pedrosa keep his ride with
the factory squad. While he is not getting the results
now, Honda can always count on him to put in the odd
spectacular ride and pick up podiums and wins. Plus,
he is the perfect team-mate to Marquez. Doesn’t shout
his mouth off and just gets on with the job quietly in the
background. Why wouldn’t they want to keep him?
Cries from fans are for Crutchlow to take Dani’s ride, which
I think is a bit crazy. Yes, Cal is fast and I am a big fan, but
he is most of the time reckless and deep down I don’t
think he would want to go and compete against Marquez
in that team. He is in a team where all the focus is on him
and I think he will stay there, or at least I think he should.
So, who’s left then? Miguel Oliviera is set to make the
move up to the MotoGP class with the new Tech 3 KTM
team, which I am excited to see. Many of my mates are
saying they would like to see Brad Binder also make
the move up to partner Oliviera again, but I can tell you
now that won’t be happening. Brad will stay in Moto2
for another season and wants to make the move up
to MotoGP on a proven competitive package. Zarco’s
move to the Factory KTM team I think is a good one.
Again, he was offered the Repsol Honda ride but turned
it down not to play second to Marquez. He will have all
the attention on him at KTM and will help develop that
machine into a regular top 5 fi nisher in 2019, with the
odd podium thrown in. Once proven, I think Brad will
then consider making the move up to the MotoGP class
on the KTM, but for now will wait. Although, if the KTM
does start to shine, I think a certain number 93 could be
making the move there…
For now, Marquez is staying with Repsol Honda until
2020 at least, although I do still think he will be making
a move to KTM, possibly soon after that contract ends.
He has too, he cannot simply stay on one machine and
dominate forever. I, as would many, would love to see
him take on a new challenge and try win on another
manufacturer. MotoGP needs him to do that – he needs
to do that - to prove once and for all that he is indeed
one of the greats. Marquez is simply spectacular to
watch and for me is already one of the greats, the stats
prove that. Since his brain fade at the Argentinian GP,
Marquez has matured and looks to have more patience
in races and that is not a good sign for the rest. While
others seem to be cracking, Marc is getting the job done
and with ease. He seems to be the complete package
now, adding maturity to his already sublime skills.
In this issue, I am pleased to announce we have
managed to secure one of the voices of MotoGP, Mr
Matt Birt, as our offi cial MotoGP columnist going forward
and in his fi rst article he talks about Marquez and if there
is anyone, or anything that can stop him. It’s a great
article and I am excited to have Matt part of the team
and look forward to reading all his columns.
Ok, enough MotoGP talk let me quickly take you through
what’s in the magazine. Starting with our cover story,
where I had a once-in-a-lifetime experience of riding
around the Kyalami circuit at night. KTM launched their
new 790 Duke to the SA press and did so in spectacular
fashion, lighting up Kyalami, literally! It was a great launch
and KTM continues to surprise and produce mouthwatering
bikes for every rider to enjoy.
Staying with European manufactures and we fi nally got
The Singh to test Ducati’s new Panigale V4 superbike.
I have personally raved about the bike and was keen
to hear what the hard to please yeti had to say about
the red dragon. We managed to get the new V4 onto
Alain from Powerhouse Dyno’s top spec Dynojet dyno
to see just how powerful the beast really is. It never
disappointed – pushing out a mammoth 185hp, that’s
offi cially the strongest stock production bike Alain has
ever had on his dyno. To put it into perspective, the
supercharged Kawasaki Ninja H2 pushes out 190hp
while Clint Seller’s modifi ed championship winning
Yamaha R1 produces 173hp. This just proves once
again that Ducati’s decision to go with an 1100cc V4
motor was the right choice.
Speaking of Clint Seller, we feature the recent SuperGP
races held at the 2018 SA Bike Fest as well as a Q&A
session with the 5-time SA champ who went over to
France and took on one of the biggest challenges of his
career to date – the Le Mans 24 Hour.
On top of that we have some other great features and
tips for you to enjoy. So go do that!
As for me, I’m off to tick another big event off my bucket
list – Isle of Man TT, here I come!
Yes, I know, I’m a lucky bastard…
Cheers for now, Rob Portman
RIDEFAST MAGAZINE JUNE 2018 1
Contents JUNE 2018
PG40: COVER STORY:
KTM 790 DUKE
KTMS’S NEW DUKE TESTED AROUND
KYALAMI AT NIGHT
PG26: SA SCOOP
DUNLOP Q3+ TESTED
MV AGUSTA F3 800 RC
PIRELLI DIABLO TYRES
KAWASAKI H2 SX
MATT BIRT COLUMN
TRACKDAY RIDING TIPS
2 RIDEFAST MAGAZINE JUNE 2018
Photos: H. Mitterbauer, S. Romero
R10,000 SPEED BONUS
Take the excitement of KTM’s MotoGP race effort to the street, with a competitioninspired
KTM RC 390. Finance your new RC now and KTM will pay your deposit of
R 10,000.00 to celebrate KTM’s step into the world’s premier motorcycle race series.
Because it’s never been that easy to take our racing genes to the road*.
* Promotion valid from 1 April 2018 to 30 June 2018 on all new, in-stock RC 390 2017 models, while stocks last, at all participating KTM dealers. All information with the proviso that
mistakes, printing, setting and typing errors may occur. Please consult your local dealer for further details. Terms and Conditions apply. Finance is subject to approval. Initiation
fee and service fee may be applicable. KTM Finance is a product of WesBank - a division of First Rand Bank Ltd. Registered Bank. An Authorised Financial Services and Registered
Credit Provider. NCRCP20.
THE MOST EXPENSIVE BIKE EVER
Harley-Davidson Bucherer Blue Edition
Making custom motorcycles,
especially using a Harley-
Davidson as a starting point, is
nothing we are not used to. But
having one tweaked in such a
way that it costs nearly $1.8
million, now that’s something
we don’t get to see every day.
Truth be told, it’s not the bike itself that
costs that much, but the diamonds that
Using a Softail Slim S as a basis, Swiss
custom motorcycle builder Bündnerbike
partnered with jewelry brand Bucherer
to create what the two call the Harley-
Davidson Bucherer Blue Edition.
It took the two companies around 2,500
hours to create this, or a little over three
months. Most of the time was spend fitting
no less than 360 diamonds on top of it.
But that’s not all Bucherer stuck onto
the bike. Even the screws that keep the
thing together have been gold-plated.
Look closer and you’ll even see two safes
integrated into the tank.
The price set at nearly 22.8 million Rand
makes it the most expensive motorcycle
The title of the most expensive bike ever
sold went earlier this year to a 1951
Vincent Black Lightning, which shattered
all records by selling for $929,000 (11 mill
Rand) at a Bonhams auction in Las Vegas.
But that one at least is rideable on public
roads. It’s not very likely the same will
happen to the Softail.
It’s not clear what the two companies plan
to do with the bike, other then drawing
some benefits from the hype created when
it was presented this week. Apart from
having to be extremely wealthy, a potential
buyer would also have to have enough
confidence that a malicious someone will
not go stealing a gem or two.
And yes, it is blue, not the colour of choice
for bike builders. But since it is meant to
advertise Bucherer’s line of Blue Edition
watches, we’ll give the bike a pass.
4 RIDEFAST MAGAZINE JUNE 2018
Merge with Nature.
Shoei helmets are imported and distributed by AMP. To find your nearest Shoei dealer call 011 259 7750.
BOSCH SKID MITIGATION
SYSTEM TO HELP BIKERS
RECOVER FROM DANGER
Loss of friction is one of a biker’s most dangerous enemies.
A small patch of tarmac with a different texture can often
mean the difference between life and death.
Experienced riders know that in most
cases the best reaction to a bike’s skid
or slide is no reaction. But knowing
and acting are not the same thing and
often, taken off guard, riders try to
overcorrect and end up crashing.
But what if an automated system
existed that would prevent the
motorcycle from skidding in the first
Parts specialist Bosch is currently
working on exactly this type of
solution. Assuming that a repulsion
force of equal power might be just the
thing needed to help the bike recover,
Bosch created something like a jet
thruster. Or, as they officially call it, the
skid mitigation system.
The equipment is exactly that: a
thruster nozzle fitted on each side of
the motorcycle, which activates when
a wheel slip is detected. When that
happens, compressed air from a small
canister is pushed through the nozzles,
and the bike gets back up again.
Bosch’s system is lightning fast, as
it works on the same principle as
airbags do in cars. That means the
thrusters are engaged the instant the
skid is detected.
Another thing the system takes from
airbags is the fact that it can only
be used once. It’s not clear how
the system would tell the difference
between a minor slip and CJ a major, Cycles
potentially life-threatening one, meaning
that if it activates randomly, it could do
more harm than good.
The size of the canister and other
required hardware make Renata. it usable only
on certain types of bikes, like the Ducati
Multistrada or the KTM Super Duke.
The two models above are likely to get
the skid mitigation system as soon as
2020, but there’s no information yet
on how much it would add to both the
weight of the motorcycles or to the
FIRE IT UP! NEWS
A new team have been added to the existing
Fire It Up! workshop squad to make sure that
motorcycles that qualify for their service plans
are worked on by passionate and energetic
technicians who share the same ethos and
values. Fire It Up! now have a team of over 8
technicians working furiously on every brand
using the world’s latest diagnostics.
Joining the team is:
Brendan Hilt - Workshop Manager
Roan Andersen - Technician
Janetta Mac Lean - Technician
Call 011 465 4591 to book your motorcycle in
now. All brands welcome.
Please take off the dealer list the following;
Republican Motor Spares
Kalahari Auto Force
Motos at Klerksdorp.
Smiths Motorcycles, Gauteng - 0832504538
Biketyre Warehouse to Bike Tyre Warehouse.
Automotorcycles to Auto Motorcycles.
Just Bike Tyre (Western Cape) Tel number is 021 981 8399
The massive multi-brand dealership out in the
East rand of Johannesburg have added two
new experienced faces to their line-up.
Samson Mahlanguand and Stuart Beeston
have joined the tyres and parts department. Call
them for all your needs on 011823 5830.
6 RIDEFAST MAGAZINE JUNE 2018
Best supersport tyre
Best supersport tyre
Best supersport tyre
Tyre of the Year
2016 - 2017
Best sport touring tyre
BUY A SET OF SPORTEC M7 RR OR ROADTEC 01 FROM ANY OF
THESE PARTICIPATING DEALERS AND STAND A CHANCE TO
WIN A FREE SET OF TYRES!
Dealers List: Gauteng: • Bikeshop Online-Suzuki East 011 918 7777/6666 (Boksburg) • Moto Tyres 011 918 3921 (Boksburg)
• Shimwells Yamaha 011 362 2182 (Boksburg) • Holeshot Motorcycles 011 823 5830 (Boksburg) • We Sell Parts 011 452 1602 (Edenvale)
• Tyre Man 011 811 3976 (Springs) • Bike Tyre Warehouse 011 205 0216 (Midrand) • Puzey-Bikers Warehouse 011 795 4122 (Randburg)
• Randburg Motorcycles 011 7926 829/6649 (Randburg) • Sandton Auto 011 676 6600 (Sandton) • Zeeman Suzuki 011 435 7177 (JHB South)
• Smith Motorcycles 083 250 4538 (Midrand) • Bavarian Motorcycles 012 643 1680 (Centurion) • Just Bike Tyre 010 007 4987 (Centurion)
• Suzuki Toy Store 012 653 1997 (Centurion) • Biking Accessories 012 342 7474 (Pretoria) • Zambezi Auto 012 523 3600 (PTA Zambezi)
• Just Biking 016 421 1153 / 082 820 9512 (Vereeniging)
Western Cape: • Danie Maritz Racing 082 4434572 (Killarney Gardens) • Trac Mac - Paarden Eiland 021 510 2258 / 071 1703 611 (Montague Gardens)
• Just Bike Tyre 021 981 8399 (Brackenfell) • Suzuki South 021 761 0157 / 021 797 2129 (Plumstead)
• Trac Mac -Wynberg 021 761 4220 (Wynberg) • Trac Mac - Bellville 021 945 3724/5 (Bellville)
Eastern Cape: • GP Motorcycles 823 591 864 (EL) • Speedyquip 041 484 1506 (PE) • Auto Motorcycles 041 581 1699 (PE)
KZN: • Perry Bikes 031 566 7411 (Durban) • Tazman Motorcycles 314 632 565 (Durban) • Suzuki Margate 039 314 9898 (Margate)
• RBS Yamaha 031 701 1311 (Pinetown) • Rocket Racing 031 702 2606 (Pinetown) • Midlands Motorcycle Tyres 083 229 7856/033 386 0679 (PMB)
• RIDE HIGH 035 789 1851 (Richards Bay) • SMG UMHLANGA 031 502 9800 (Umhlanga)
Other areas: • Eastview 013 757 6600 (Nelspruit) • Pitlane Motorcycle Accessories 013 755 2127/8 (Nelspruit)
• Speedbike Klerksdorp 082 829 8332 (Klerksdorp)
• Honda Wing Central 051 430 1237 (Bloem) • Pro Bike Suzuki 57 396 4828 (Welkom)
Discover more: 011 437-4699
KTM TEAMS UP WITH WESBANK TO
MAKE RIDING MORE AFFORDABLE
KTM has arranged a new partnership with
WesBank to make their bikes even more accessible
to the motorcycling community. The iconic Austrian
brand can now offer customers tailor-made
finance packages for four KTM models in 2018.
The new KTM Finance partnership
secures competitive deals for the
consumer which enable buyers to
secure the bike of their dreams.
“We recognise the need for
affordable fi nance packages in the
biking segment,’ said WesBank.
“We’re pleased to announce our
partnership with KTM, and wish
our shared customers many happy
miles on two wheels.”
First up is the 125 Duke – an
entry-level machine perfect for
youngsters looking to ride in
style. Like its bigger counterparts,
the 125 Duke features an ultralightweight
trellis frame and
subframe to provide razor-sharp
control, but wrapped up in a
smaller package ideal for beginners
Next is the KTM RC 390, a midsize
street bike developed by the
same engineers and R&D team
behind KTM’s MotoGP programme.
Whether on a country road or a
racetrack, the 390’s Moto3 genes
are perceptible in its sporty look
and agile handling.
The deal also applies to KTM’s
Enduro machines, and buyers can
choose from a selection of EXC
4-strokes, all designed to cover a
wide variety of terrain with ease.
Last up is the 1290 Super Duke
R – KTM’s corner-carver with the
most powerful V-twin engine ever
muscled into a KTM street bike.
The Super Duke R features a host
of state-of-the-art rider assistance
systems, or as KTM calls them:
Grin Amplifi ers.
“Being faced with economic
challenges, it has become more
important than ever to make
motorcycling more affordable and
accessible. What better alternative for
the everyday commuter to be able
to beat traffi c, safe fuel and money
on their transport, all at the same
time! We have launched four different
KTM Finance options as a pilot
project, also including a prime less
2% fi nance option on our 4-stroke
EXC range in order not to neglect
our Offroad and Enduro clients. KTM
Finance offers are valid until 30 June
2018 at KTM dealers nationwide”,
says Franziska Brandl, Managing
Director of KTM South Africa.
8 RIDEFAST MAGAZINE JUNE 2018
METZELER SA ISLE OF MAN
Over the past couple of months, Metzeler SA ran a dealer incentive
where participating dealers could win a once-in-a-life-time trip to the Isle
of Man TT race.
The Isle of Man TT is an iconic motorcycle event and is on the Bucket
list for many enthusiasts, including us here at RF.
The Metzeler Village - Motorcycle Glamping
The guys will be staying at the Metzeler Village, which is basically a
camp site setup for the race week where tents are pitched up a stones
throw away from the actaully course. This will be the fi fth consecutive
year where Metzeler are pitching up their tents in the heart of the TT, at
the National Sports Centre in Douglas and prices start from just £22 per
The makeshift village located at Quarterbridge, just under 4km after the
Glencrutchery Road start line, is just walking distance from the track and
includes a host of handy facilities. From washing/shower facilities and
24h secure motorcycle parking, to free Wi-Fi and a chill-out zone with
satellite TV. There’s even an opportunity to take advantage of the sports
centres swimming pool and Spa facilities. And if you’re not sold already,
an infl atable bed and lantern are available free of charge to all guests.
If you’ve got a pair of Metzeler’s on your bike then they’ll even treat
you to breakfast. If not, you don’t have to sit outside in the rain but the
breakfast is discounted instead.
As a resident of the Metzeler village you will also gain exclusive access
to their sponsored TT riders, such as a certain 13-times winner, Ian
So if you’re planning on making the pilgrimage to the TT in 2019, the
METZELER VILLAGE is a great option - www.metzelervillage.com.
Metzeler SA have now selected the lucky dealers who will be heading
off on this epic adventure to the Isle of Man TT.
Congratulations to the Winners;
• Bruce De Kock - Bike Tyre Warehouse – Midrand
• Kevin Spratley – Trac-Mac – Bellville
• Dawie Roos – Just Bike Tyre – Centurion
• David De Roewe – Tyreman – Springs
• Boerje Prinsloo – Pro Bike - Welkom
• Pieter Visser – Bikeshop Online – Boksburg.
• Jerome Erskine – Speedyquip – Port Elizabeth.
Well done guys, you have earned it and deserve it.
Our editor Rob Portman will also be joining the lucky dealers on this trip
and will have a full run down of the event in the next issue.
For you dealers who missed out, watch out for Metzeler’s next incentive.
Do not miss out again!
ARIETE HERITAGE GRIPS
This ARIETE HERITAGE program is made
up of Ariete models made at the time
between the 60’s and the 80’s, which
with their old fashion look are perfect
as accessories for all the cafe racer and
A wide variety of grips and goggles are
available for the cafe racer motorcycles
world. A perfect blend of classic retro and
modern day technology.
Nannini is a natural partner for Ariete and
these goggles display the same attention
to detail and choice of high quality materials
as the existing Ariete product range.
The new Ariete Heritage range is now
available in SA through the offi cial
importer who is Trickbitz. Contact them
now on 011 672 6599.
10 RIDEFAST MAGAZINE JUNE 2018
Offer valid till 30 June 2018!
R23 000.00 incl VAT when purchasing the GSX-R1000A L7
R28 000.00 incl VAT when purchasing the GSX-R1000R L7
Terms & conditions apply
MOTUL LAUNCHES ADDITIVES
AND LESCOT CAR CARE RANGES
Yup this is a bike mag, but we all drive at some stage and we got race vans and
towing bakkies, so it’s appropriate for sure.
Motul and OEM Lubricants chose the Motul Museum in Linksfi eld as the setting
for the launch of two new product ranges on Wednesday May 16th.
Motul announced two new product ranges which will be available immediately
in South Africa through OEM Lubricants.
The products in the new Motul Additives Range have been specially developed
to be added to fuel to restore and maintain engine performance and in some
cases improve it. Its purpose is to remove deposits from the fuel system and
the engine, leading to improved performance and economy, and reduced
Motul’s new Fuel System Clean, Diesel System Clean, Valve and Injector Clean
Additives products have been formulated to clean the combustion chamber,
injectors, and fuel circuit, while DPF Clean has been developed to address the
issue of Diesel Particulate Filter system clogging.
Motul Additives Range includes products designed to fl ush the engine and
automatic transmission before an oil change. These products – Engine Clean
and Automatic Transmission Clean - were described as being able to clean any
components that come into contact with lubricant by removing deposits and
suspending them in the oil before it is removed from the engine or automatic
transmission during the lubricant change.
The Motul Additives Range
will be distributed in South
Africa – alongside the
complete range of Motul
Automotive lubricants – by
OEM Lubricants and will
also include Throttle Body
Clean and two coolant
additives (Radiator Clean
and Radiator Stop Leak).
A Polished Approach – the Lescot Care Range: keep your bakkie and
bike pretty pretty…
Lescot has more than 40 years’ experience in producing premium car care
products and accessories, formulated and designed to clean and protect both
the exterior and interior of the vehicle, including paintwork, glass, plastic and
chrome components. The quality of Lescot products has earned them a loyal
following among classic car collectors and discerning drivers around the world.
Lescot’s range includes Power Shampoo (a concentrated formula that cuts
through grease and road fi lm, protects paintwork and facilitates water run-off)
and All in One Polish, for bodywork renewal and protection and a glossy, eyecatching
Lescot also manufacture car care accessories including double-sided 100%
cotton washing mitts and the Flexi Hydro Blade for removing water after
washing. As a fi nishing touch, their Purifi er on Air spray replaces pet and
tobacco odours with that new car smell.
Lescot products will be available (again via OEM Lubricants) at selected
automotive retail stores across South Africa.
So – if you
products in your
bike – maybe
have a look at
this lot for your
Suzuki’s 6th Annual Suzuki Weekend Away will
take place between 29th June to the 01 July 2018
at Hotel Numbi & Garden Suites in Mpumalanga.
All Bike makes are welcome and bookings are
done directly with Hotel Numbi & Garden Suites.
When booking quote Reservation number 193133.
Cost: R750 per person sharing per night
(R3000.00 per couple for the weekend)
R950.00 per single occupancy room per night
(R1900.00 per single room for the weekend)
Rate: Dinner, Bed & Breakfast Included
Contact: Michelle Conlon (Reservations) during
013 737 7301/2/3/4 or E-mail Reservations@
Once you have made your booking please E-mail
firstname.lastname@example.org with your Name, T-shirt
size and reservation number.
For more information contact Suzuki Auto South
Africa at (011) 574 1900 or e-mail mbalin@
Speaking of Suzuki Peeps….
One of our favourite sales peeps in the motorcycle
industry has changed colours and moved to the
busy Suzuki dealership at Bikers Warehouse in
Helena Harrison “H” has been there, done that and
got a couple of tee shirts along the way.
Pop in and say hello, grab a cuppa and chat about
your next Suzuki. (011) 795-4122
12 RIDEFAST MAGAZINE JUNE 2018
READY TO ROLL
OPENING JUNE 2018
For further information please call 011 444 4441 | email email@example.com
www.triumph-motorcycles.co.za | Facebook- Triumph Motorcycles South Africa
Corner South & Dartfield Roads, Eastgate ext 13, Sandton
OUT & ABOUT -
Occasionally, we do manage to get out of the
office and we get to visit some of the further
flung establishments around South Africa… This
month, we took a ride out to the Republic Of
Polokwane and met some very cool dealerships.
The major thrust in the area is Agricultural bikes
but there is a big road bike following and need,
which these dealers cater for.
RAD Polokwane is a fully Fledged Kawasaki
and SYM dealership. They stock a great variety
of accessories, have a fully geared workshop
and a great selection of used bikes.
The RAD link comes in with owner Eric’s deal
with parts and KTM stuff for the area.
Eric and his team are enthusiastic and really
helpful and they made us a great cup of coffee
so that we’d say that!.
RAD Polokwane (015) 297-0095.
One of the longest established
motorcycle dealerships in the southern
This is one lot that just quietly gets on
with servicing the Polokwane community.
And it’s been there since 1974.
It’s a family business with Oom Kowie
Roux at the helm. They have always
stocked Honda and in 1981 they took
on the Yamaha Brand – and a bit later
Suzuki. Massive range available.
They have a huge parts division,
a decent selection of tyres and
accessories and a great selection of
generators, pumps, mowers and
other power products. Over the years,
they have also dealt in many marine
products and have a good range of
parts and know-how in the Marine
Oom Kowies daughter Nicolette is
now starting to keep an eye on Dad
and the staff…
A great motorcycle family.
Kowie Roux - The Big Boss.
Nicolette is the big bosses boss. Fanie
Du Plessis and Roland Grobler are in
sales. Cillier Steekamp is the workshop
foreman. Tel (015) 297-32915.
GROVE CUSTOM CYCLES
If you are looking for something a little bit out of
the ordinary, then best you go along and meet
Christo from Grove Custom Cycles.
He’s one of those rare people who hand
crafts custom motorcycles. He’s responsible
for several high end custom bikes in SA…
fascinating. We feature one of his creations in
our next issue - a Custom Fireblade streetfighter.
A very interesting outfit that turns out amazing
On Thursday the 7th of July 2018,
something historic and very heroic will
happen. Three months ago our offroad
publication, Dirt and Trail, featured a
touching story of a man who back in
2005 lost not only his eye sight in a bike
crash, but also his wife. Jacob Kruger
has since been on a mission to get back
on a bike and ride. He has completed
his offroad training course and now sets
out to hit the track once again.
Suzuki SA have been out at Redstar
Raceway on a few occasions now with
Jacob, helping train him for the big day.
Please come out and show your support
for this man who just won’t give up.
Start time: 9am (Redstar Raceway)
Cost: R20 per adult. Free to under 12
All profits go to Guide Dogs and Action
For Blind and Disabled.
We as RideFast are proud to be the
official media partners for this event
and would like to thank all the other
sponsors involved to help make this
happen. Full feature in our July issue.
14 RIDEFAST MAGAZINE JUNE 2018
The term that causes most of the Industrial
community to sigh in frustration, it is widely
believed that Health and Safety Training is
nothing but a waste of time and company
resources. Veterans in this field share the
feeling, they have been operating in their
respective fields for most of their lives and
they do not need some Facilitator telling
them how to do their work when they have
a deadline in production or on a site.
While this is all true and understandable,
there is always something to be learned.
Here is how Health and Safety Training
could be not only beneficial to you and your
company but also to the wider community.
As with everything in life there are laws in
place for the protection of humanity, to
protect ourselves from others and from
external disasters. There are many such
laws and legislations in place that govern
the health and safety within the community.
The Department of Labour’s Occupational
Health and Safety Act 85 of 1993 outlines
these regulations and requirements clearly.
It is imperative to understand that there
is a difference between operating on
time and cost efficiency and operating by
considering the lives and wellbeing of your
workforce. We often deal with cases where
authorities allow their work force to cut
corners because they become confident in
the notion that “just this once” or “it won’t
happen to them, they know what they are
doing”. Unfortunately, accidents happen
no matter how skilled or practiced you
may be in a certain capacity. Also saving
money short term, may cost the company
in resources; time and lives long term.
Suppose an employee works with a
machine and there’s an incident, he is
injured and there are no safety measures
in place. Now there will be investigations
launched, a claim will be put in against the
company for compensation for the injured
party and his/her family. Should death
occur, the company and management
authorities could face both legal and
financial consequences. In severe cases
the company could be shut down and
the person responsible may even face
incarceration. All of which could have been
avoided if proper procedures were followed
and provisions were made.
Health and Safety Training creates the
unique opportunity to Improve Workforce
morale as they feel valued and cared for,
a positive workforce is more productive
therefore delivers quality service.
Health and Safety Training should be
perceived as an opportunity, not an
inconvenience. This opportunity stretches
out to the whole community, education
does not only have an affect on the
immediate learner but on the people
around them as well. If there is one open
mind that implements what they have
learned multiple lives are touched.
V&V Training and Bee-Safe Program
Development and Training understand that
the companies work on tight schedules,
yet also understand the importance of
comprehensive and quality training.
Their scope of Training extends from
baseline medicals, all the way to Complex
lifting equipment and machinery as well as
everything in between.
They take pride in being an Accredited
company with the relevant authorities,
rendering impeccable expert services for
your every need. The team has diverse
expertise and experience, they are
prepared for various situations and specific
requirements on a site to site basis.
They aim to deliver the best possible
service at affordable rates, comfortable
times and locations based upon your
needs as a client.
Their Most Common Courses on offer
are (but not limited to)
• First Aid Training
• Crane Licences
• Forklift Licences
• Health and Safety Courses
• Fire Fighting Training
• Working at Heights
• Scaffolding Training
• HIRA/OHS Act
• Baseline Medicals
And so much more on offer!
Know Safety, No Accidents!
We hope you will become part of the
change with them.
Tel: 011 914 3911 / 079 527 9542
16 RIDEFAST MAGAZINE JUNE 2018
to you by
DOVIZIOSO AND DUCATI
Andrea Dovizioso will spend another two
years in the Ducati Corse squad, signing a
new two-year contract with the Italian team.
That Dovi would sign again with Ducati is
unsurprising, though the news took some
time to come to fruition, likely as last-year’s
MotoGP Championship runner-up wanted
a paycheck more in line with what he was
doing for Borgo Panigale.
This disparity comes because Andrea
Dovizioso was supposed to be the #2 rider
in the Ducati MotoGP team, playing second
fi ddle to Jorge Lorenzo, however that has
not been the reality.
The last two seasons have been diffi cult
going for Lorenzo, despite the massive
paycheck Ducati cut for the Spaniard, while
Dovizioso has shined and brought victory
after victory to Ducati Corse’s pit box,
though with meager reward.
Now fi nding amicable terms, Dovizioso
and Ducati are ready to continue their work
together – a smart move by both parties.
Ducati is Dovizioso’s best bet for a MotoGP
Championship title, and the same can be
said of the Italian rider for the Italian team.
The big question now is where Jorge
Lorenzo will land for the 2019 season, and
the answer is almost certainly not Ducati.
As such, Lorenzo is expect to fi nd himself
in the ECSTAR Suzuki garage, alongside
Alex Rins, who recently signed a new twoyear
deal as well.
That move would displace Andrea Iannone
however, who left Ducati for Suzuki. Could
we see a two-rider switch? It seems
unlikely. Iannone’s stock in the MotoGP
paddock has been dropping season after
season, as the rowdy rider only seems
capable of making results when the
moment suits him.
Those mercurial results come with Iannone’s
generally diffi cult personality and his even
more troublesome entourage. “Been there,
done that” could easily be Ducati’s response
to a return of the “Other Andrea”.
Instead, it is much more likely that we will
see Danilo Petrucci or Jack Miller in the
factory Ducati team, but such a move is far
from certain. Perhaps the most sought-after
seat in the paddock, it will be interesting
to see who teams up with Desmo Dovi for
2019 and onward.
MIR TO SUZUKI
MOTOGP FOR 2019
At the Le Mans, Suzuki MotoGP
manager Davide Brivio did not hide the fact
that Joan Mir is one rider he had on his list of
potential future teammates for Alex Rins, whose
continued place on the team was confi rmed
ahead of the start of the French GP. Along with
young Mir on that list were the names of Andrea
Iannone and Jorge Lorenzo. In addition to these
three, there is a rider who will be Rins’ teammate
for the next two years …
Negotiations with Lorenzo’s representative have
been taking place for weeks, if not months,
but the Spanish rider’s economic expectations
and, more importantly, his attitude during these
conversations have cooled both the possibilities
and the “high” that the arrival of a star with
Lorenzo’s curriculum should generate.
Iannone is no longer an option. On the Sunday
after the Le Mans race, the rider from Vasto,
Italy was offi cially informed that the team was
negotiating with other riders “and that they
believed they would not be in a position to
make any offer, that it would be better to seek
accommodation elsewhere”. Iannone’s good
performances in the last few races did not serve
to expunge Andrea’s attitude since his arrival
among the ranks of Suzuki.
Finally there is the Mir option, which is a “rare”
bet – much in the style Suzuki. Nothing offi cial as
we send this mag to print, but sure as you read
this the deal has already been done.
Suzuki have done well to lure Mir onto their
bike, as he is one of the hottest properties in
MotoGP right now.
A Rins/Mir team would be a potent one, huge
talent but there would be some question marks.
Would this pair put the team out of the running
for the championship—due to their lack of
experience and “immaturity” in MotoGP—and
it would also mean making the engineers work
with two riders with little and no experience,
respectively, in developing a motorcycle … A
risky position without a doubt.
Mir had an agreement signed with Honda, when
he was in Moto3, for which the Japanese factory
had the right of fi rst refusal on any offer that he
may receive when he goes to MotoGP. Mir has
snubbed the opportunity to ride the Repsol
Honda, probably down to the fact he wouldn’t
want to play second fi ddle to Marquez... and
who would want to.
18 RIDEFAST MAGAZINE JUNE 2018
more confidence, in wet
and dry conditions, even
after 5000 KM *
even after 5 000
braking in the
Even after 5 000 KM, a MICHELIN Road tyre
stops as short as a brand new MICHELIN
Pilot Road 4 tyre* thanks to the evolutionary
MICHELIN XST Evo sipes.
With its dry grip, stability and best handling versus
its main competitors, thanks to MICHELIN’s
patented ACT+ casing technology, it offers even
more riding pleasure.***
* According to internal studies at Ladoux, the Michelin centre of excellence, under the supervision of an independent
witness, comparing MICHELIN Road 5 tyres used for 5 636 km with new and unworn MICHELIN Pilot Road 4 tyres.
** According to internal studies at Fontange, a Michelin test track, under the supervision of an independent witness,
comparing MICHELIN Road 5 tyres with METZELER Roadtec 01, DUNLOP Road Smart 3, CONTINENTAL Road
Attack 3, PIRELLI Angel GT and BRIDGESTONE T30 EVO tyres, in dimensions 120/70 ZR17 (front) and 180/55 ZR17
(rear) on Suzuki Bandit 1250
*** External tests conducted by the MTE Test Centre invoked by Michelin, comparing MICHELIN Road 5 tyres with MI
*** External tests conducted by the MTE Test Centre invoked by Michelin, comparing MICHELIN Road 5 tyres with MI-
CHELIN Pilot Road 4, METZELER Roadtec 01, DUNLOP Road Smart 3, CONTINENTAL Road Attack 3, PIRELLI
Angel GT and BRIDGESTONE T30 EVO tyres, in dimensions 120/70 ZR17 (front) and 180/55 ZR17 (rear) on a Kawasaki
Z900 giving best dry performance globally and #1 for Handling, #2 for Stability, #2 for Dry grip
to you by
MV AGUSTA RETURNS TO MOTOGP
After 42 years of absence from MotoGP,
MV Agusta confi rms their return to the
championship in 2019.
A four-year deal has been signed with the
Forward Racing team which will see them
competing in Moto2.
The new bike will start its testing phase in
July together with the new 765cc inline-three
engine from Triumph.
It’s been a while since we last saw or heard
the name MV Agusta being mentioned
in the MotoGP universe. After over 40
years of absence, the premium Italian bike
manufacturer has confi rmed their return to the
Grand Prix scene next season.
Joining forces with the Forward Racing team,
the joint effort will them competing in the
intermediate category that is Moto2. A fouryear
deal has been made between Forward
Racing and MV Agusta and their goal for 2019
is simple; to win the championship.
MV Agusta was a force to be reckoned with
back in the day especially with legendary rider,
Giacomo Agostini. From 1968 to 1972, MV
THE LEGENDS OF THE MOUNTAIN:
MOTUL AT THE ISLE OF MAN TT
For over 100 years, the Isle of Man annually
gives itself heart and soul to the world of
motorcycling for the legendary Isle of Man TT
event, which this year takes place between
26th May and 8th June. For nine of those
years Motul has played an integral part as
Offi cial Lubricant Partner plus technical partner
to some of the fearless and skilful riders who
Taking place on an island located between
North West England and Northern Ireland, the
37-mile (60km) Snaefell Mountain road course
is challenging and rewarding for those who
get it right, and cruel and unforgiving for those
who don’t. A long series of bends, bumps,
jumps, stone walls, manhole covers and
telegraph poles are just some of the hazards
to be negotiated, conquered and ultimately
celebrated. There are seven main categories
which include Superbikes, sidecars and zeroemission
A passionate brotherhood combines for the
benefi t of road and race
Motul will once again be supporting several
leading teams which will use the Motul Factory
Line range of products. Crucial among the
products will be the 100% synthetic 300V
engine oil and RBF 660 Brake Fluid, both of
which are key elements to the mechanical
reliability and performance needed to claim
victory in the TT’s different races.
The use of 300V here in the IOM TT event
directly helps develop the 7100 used on the
roads daily by bikers – many of whom will be
among the 45,000 strong crowd. An integral
part of its on-going two-wheel test and
development program, the complexity and
the duration of the event provides a perfect
backdrop for the research which forms Motul’s
products of tomorrow: ready for anything,
ready for the public at large.
Agusta won fi ve championships in a row in the
350cc and 500cc world championships.
It’ll be quite an interesting season next year as
the entire Moto2 fi eld will be using Triumph’s
latest 765cc inline-three engine. The engine Y
setup is something MV Agusta is very
familiar with and this will indeed give them a
major advantage coming into the season of
The new bike testing will begin in July. No CMY
riders have been confi rmed just yet for this
20 RIDEFAST MAGAZINE JUNE 2018
RK Chains are imported and distributed by AMP. To find your
nearest RK Chains dealer call 011 259 7750 today.
BUYERS GUIDE TIPS
Your One Stop Bike Buying Solution Store
Bike Buyers - a division of Fire It Up! - have
recently been voted as the leading ‘Bike
Buying’ platform in South Africa. Bike Buyers
was established in 2016 with the ethos of
‘The selling experience should be as good
as the buying experience! This philosophy
was created with the mindset that if you
are selling your motorcycle you should be
treated the same as a ‘buying customer’
and the same amount of passion, integrity
and honesty is applied when dealing with
At Bike Buyers we have adapted our
Bike Buying facility to suit all customer
requirements which are as follows:
• Instant cash payments – We evaluate
your motorcycle using accurate market
information and pay you on the spot.
• Guaranteed Consignment – For customers
who require more for their motorcycle than
the cash offer, Bike Buyers guarantees
higher value where we will guarantee your
bike ‘sold’ within 14 days or pay you the
higher amount. This is a very popular
option as Bike Buyers does not work on
a commission basis but rather works with
the customer to achieve the end result,
the motorcycle being sold! The motorcycle
is insured whilst on our fl oor and only
offered to approved customers. Payment is
guaranteed within 24hrs.
• Our unique ‘Put Your Bike On Show’ was
developed for customers who are in no
particular hurry to sell. These motorcycles
are valeted, insured and marketed on the
top platforms in South Africa and work hard
to assist the customer in achieving their
price. We do not work on a set commission
and again only offer the motorcycle
to approved clients. The motorcycle
is marketed on Instagram, Facebook,
Bikeshow, Autotrader to name a few.
Visit www.bikebuyers.co.za and see how
customers rate our experience. For an
evaluation or assistance call
James on 076 827
9676 or Zane on 083
every customer. Instead of misleading
customers with empty promises, we
offer accurate market information and
current market values. Currently Bike
Buyers has increased the size of its team
with dedicated evaluators, buyers and
drivers. The team have developed
a new bespoke evaluation App with
various partners which allows us to
offer our customers fast, reliable and
accurate information. All motorcycles
that are sold on behalf of customers are
insured and are only offered to approved
customers and we accept trade ins on
your motorcycle and also facilitate the
fi nance. A one stop shop.
22 RIDEFAST MAGAZINE JUNE 2018
NEW KAWASAKI’S WITH
2018 NINJA H2 SX R259 900 2018 ZX-10R KRT R229 900
TRADE-IN ASSISTANCE OR
PERFORMANCE SLIP-ON PIPE
//FREE LIFETIME WARRANTY
NOW IN STOCK!
//FREE LIFETIME WARRANTY
2018 Z900 RS SE R165 900
NOW IN STOCK!
//FREE LIFETIME WARRANTY
//FREE 4 YEAR SERVICE/UNLIMITED MILEAGE PLAN
//FREE 4 YEAR SERVICE/UNLIMITED MILEAGE PLAN
//FREE 4 YEAR SERVICE/UNLIMITED MILEAGE PLAN
2018 Z650 R99 900
FREE PERFORMANCE PACK
//FREE LIFETIME WARRANTY
//FREE 4 YEAR SERVICE/UNLIMITED MILEAGE PLAN
2018 NINJA 400 SE R79 900
FREE TWO BROS EXHAUST
//FREE LIFETIME WARRANTY
//FREE 4 YEAR SERVICE/UNLIMITED MILEAGE PLAN
2018 VERSYS 300 R76 900
FREE LUGGAGE PACK
//FREE LIFETIME WARRANTY
//FREE 4 YEAR SERVICE/UNLIMITED MILEAGE PLAN
Service Plan Includes:
• All Labour required to performed scheduled services.
• All scheduled services as per manufacturer.
4 YEAR SERVICE / UNLIMITED
MILEAGE PLAN ON SELECTED MODELS
• All oils and lubricants.
• Oil and Air Filters.
• Unlimited KM’s
Official SYM and AEON dealers
SALES TEAM: Berto 079 494 2404 / James 076 827 9676 / Kyle 074 617 7305 / Donovan 072 933 6525
LANDLINES: 011 465 4591 / 011 465 4212 / 011 465 5351 / 011 467 0737
Shop 3 & 4, Showroom on Leslie, Corner William Nicol & Leslie, Fourways
SYM JET 14 200I ABS
The new SYM Jet 14
scooter has not yet arrived
on dealers floors here in
SA, but that did not stop
us from getting to test the
only one in SA.
Words: Michael Powell
SYM South Africa gave me the
new and very stylish SYM Jet 14
200i ABS to test.
Excitedly I looked on as it arrived. My
first thoughts of the scooter were “Wow!
What a great looking scooter!”
It has a sharp styled LED taillight
and running LED day headlights that
immediately grabs your attention.
Suddenly, it dawned on me that at the
end of the day it’s still just a scooter, and
we all know what that means. I caught
myself thinking this would be another
overpriced, under powered scooter.
Sceptical at first, I decided to give it a
try and see what the hype is about.
I was very soon swallowing my words
and felt utter remorse for even thinking
it is “just” another scooter. With a
lightweight of only 116kg as well as its
168cc fuel injected motor, it made me
launch off the line like a rocket ship. The
acceleration was amazing, the handling
easy, and all while looking beautiful.
This SYM model has 14 inch rims,
which makes running around town,
commuting in traffic and everything in
between so easy and effortless.
Eventually I had to stop for some
more go-go juice and was surprised
to see the tank was a mere 7L. If you
ride like me, you should get around
35km/L “flat out riding”. To me this was
I soon found myself falling in love with
this awesome looking scooter and I was
in awe of its performance. I decided to
take it home through peak hour traffic to
see what it could really do.
After I phoned the wife to let her
know that I was using this nippy scooter
home, she conveniently asked me to
stop off at the shops and grab her a
list of things. Listen, no jokes, I was
so impressed with how much you can
pack in the storage compartment under
Very soon after arriving home
I realised what a mistake I made
bringing the scooter home, because
my wife was head-over-heels in love
with the styling. We agreed to go for
a joy ride so she could experience the
performance and all this scooter has
to offer two up. It still had great power
with perfect acceleration, taking corners
conveniently. The next thing I get a prewishlist
for Christmas in the post box…
Once these scooters land in the
country, which by the way should be in
around 2 or 3 months time, you looking
at a price of around R22 500, if the
rand does not take a big drop without
warning. I would gladly get the lady one.
Even at R27 500, because she doesn’t
know it yet but me, a superbike lover,
will use it more often than not!
It’s mind boggling to me why more
people aren’t commuting, but I can
confidently say the solution is now here.
If I can give you some advice, pre order
yours today to avoid disappointment!
Thank you SYM South Africa, for a
real joy ride!
SPECS SYM JET 14 200I ABS
Engine: 168cc Single, four-stroke
Overall height: 1140mm
Overall length: 1986mm
Tank capacity: 7.5l (approx)
Dry weight: 116kg
Price: R22,500 (estimated)
24 RIDEFAST MAGAZINE JUNE 2018
SA SCOOP TEST
DUNLOP Q3+ SPORTSBIKE TYRE
AN EXTRA PLUS
Dunlop’s new Q3+ sportsbike tyre arrives in SA
Two days before its launch at the 2018 SA Bike Fest,
Dunlop SA invited us along to Kyalami for an exclusive
test on their all-new Q3+ sport tyre.
Words: Rob Portman Pics: Gerrit Erasmus
It seems as if the tech guys at Dunlop
have no lives. They are continuously
working on the next best motorcycle
tyres, one after another. They have
been at it again, improving on their
already stellar sports tyre.
Last year they released their all-new
sportsbike tyre – the Q3. If you’ve spent time
on Dunlop’s Sportmax Q3 or read my glowing
review on the tyre last year, then you already
know that it sits at the pointy end of the
sporty street tyre category. With good stability,
grip, and feedback, it’s been the go-to option
for serious street riders who want to do a
trackday or two without having to change
rubber. The problem? Those riders weren’t
quite getting the mileage they’d hoped for on
the street. Dunlop figured they could solve
this, while not sacrificing performance.
Enter the Sportmax Q3+.
Now, pay careful attention because this
is about to get technical. As with the Q3,
the Q3+ features multiple technologies and
acronyms. This includes Dunlop’s Carbon
Fiber Technology (CFT), which uses a
carbon fibre reinforcement element in the
sidewalls for improved cornering stability; a
MT Multi-Tread technology at the rear tyre,
with a long-wearing compound in the center
complemented by traction-focused shoulder
compounds; and an Intuitive Response Profile
design, which helps with steering quickness
while also providing a larger contact patch
Differences? The long-wearing center
compound on the rear tyre now uses a
special, silica-infused resin rather than a
carbon-black material, which improves wear
characteristics on the street. The carbon
black-based shoulder compounds are a
similar recipe, but the process Dunlop has
taken to get there is different and ultimately
changes tread tension, for an even greater
footprint at lean. Dunlop suggests that 80
percent of the rear tyre is new, the company
having also made small changes to the
carcass, inner liner, bead, and sidewall.
There are tweaks to the front tyre
compound, but those changes are all very
small, Dunlop says, “because performancewise,
the front tyre, was already there.”
Overall performance claims are just as
bold, Dunlop claiming that the Q3+ is a full
second faster than the Q3 on track and lasts
30 percent longer than on the street. So,
it’s more performance oriented, and longer
lasting, Dunlop says. Versatile.
26 RIDEFAST MAGAZINE JUNE 2018
Does the extra plus work?
I was invited along to exclusively test the new Dunlop Q3+
tyre at Kyalami, just a few days before its offi cial release here
in SA and the 2018 SA Bike Fest. Fitted to a stunning new
Suzuki GSXR1000R, wrapped in the offi cial MotoAmerica
colours of Factory rider Roger Hayden.
The new Q3+ felt solid out on track. Stable under hard
braking while offering razor-sharp agility in the turns. Loads of
grip at every part of the tyre, sidewalls to centre, so much so
that I even had the confi dence to turn the traction control off.
The tyres kept the aggressive nature of the GSXR1000R
under control and also helped highlight the bikes handling
Overall for the day I left very impressed, but I would still like
to test the tyres properly out on the road to see how it holds up
and what kind of mileage it offers. That test will come soon.
The new Q3+ is now available at dealers Nation-wide and
are well priced at R3800 for a 120 front and 190 rear set.
Dunlop SA’s official test rider and tech
man, AJ Venter, also did some laps to help
understand and give feedback on the tyre.
The Dunlop Q3+ is a great looking tyre
that works. Its grooves and lines fit in
perfectly with sporty bikes looks, but
most importantly, they work!
The new range of Scorpion helmets are set to
arrive in SA soon and will be available at most
motorcycle accessory stores country-wide.
The range is going to be extensive and very
well priced. This EXO 710 Air will retail just
shy of R5000, which is excellent value for a
track ready, high-specced lid.
While testing the new Dunlop
tyres I also managed to
try out the new Scorpion
EXO 710 Air helmet and
Metalize race suit and
Scorpion helmets are
making a welcome return
to SA, after a few years
out. The brand was never
really that well represented here in SA, but
now under the Henderson Racing Products
banner it’s already looking better.
The EXO 710 Air is the model just below the
top of the range EXO 2000 EVO Air and is
ideal for track or everyday street riding.
It offers all the protection features you need
and want from a top-grade helmet. Its unique
Airfi t Concept features a pump that allows the
rider to customize the fi t of the helmet thanks
to the padding of the
cheek pads mounted on
adjustable bearings with
attenuation. So even when
the pads start wearing out
after years of sweaty abuse,
you can still pump it up to help
fi t nice and snug. There is a release
valve as well.
The EXO 710 Air is packed with modern-day
tech and a ventilation system that works. Also
refreshing to see a visor release system that
is easy to understand and use.
The shape and style of the helmet is stunning,
with curves and lines that stand out. The 3D
like bulging Scorpion logo on the front is so
cool and out on track, even at speeds over
250kph, the helmet showed off great noise
damping and solid fi t.
Henderson Racing Products have also
recently launched their new range of Metalize
riding protection gear. From textile jackets, to
top-grade full leather suits like the one I tested
here. Nice fi t, well ventilated with a solid safe
feeling and modern styling - what more could
you ask for? Better yet, it’s one of
the more affordable suits
out there priced at only
I also got a new set
of the Metalize
not only look
great but feel
range and look
time in it
RIDEFAST MAGAZINE JUNE 2018 2 7
SHARK Lorenzo White Shark
Limited Edition RACE-R PRO lid
SHARK Helmets offers a limited and numbered edition of the RACE-R
PRO Replica White SHARK worn by Jorge Lorenzo during the Grand Prix
of Aragon in 2016. There is only 500 copies worldwide and a very limited
amount available in SA.
Redstar Shop has managed to get some of the limited edition helmets,
which includes some very cool extras.
Premium Package Includes:
• Exclusive “White SHARK” design helmet case and cover
• A “Dark smoke” anti-scratch/fog
• A pair of Skull Riders “SHARK attack” goggles
• Sponsor stickers & “SHARK Eyes” stickers included
• SHARK Helmets RACE-R PRO Lorenzo White Shark Limited Edition was
developed to meet the requirements of the highest level of competition:
lightness, stability, comfort and perfect ventilation.
From: RSR Shop - Donovan 079 219 3182
SUMOMOTO Paddock Stands
Wesellparts.co.za has just unpacked new top-quality Sumomoto paddock stands. There
are a few styles available for front and rear wheel and are adjustable to fit most make and
Wesellparts.co.za also stocks the
full range of other Sumomoto
products which includes
tyre warmers, levers, carsh
protectors, lap timers etc...
Price: From R550each
From: Wesellparts.co.za -
Tel 011 088 9240/9251
PUIG Belly Pans
Puig offers a wide range of high quality belly pans for most
make and model motorcycles. Their products are TUV and
ABE approved and are simple to fit.
Pictured here is the Puig belly pan available for KTM 1290
Superduke R models - from 2014 to 2018.
Not only do the belly pans help protect your motorcycle,
they also give it some extra styling.
Available in solid plastic and carbon fibre.
From: www.trickbitz.co.za - 011 672 6599
28 RIDEFAST MAGAZINE JUNE 2018
MV AGUSTA F3 800 RC
MV Agusta pays homage to its efforts in World Superbike and World Supersport by
offering RC (Reparto Corse) editions of its top sport bike platforms. We test the only F3
800 RC version available in SA. Words: Rob Portman Pics: Roel Ackerman & Rob Portman
Style; you know it when you see it…
and real style, it’s not skin deep. It
has substance. Art becomes action;
that is true genius. Having the vision to
create something with that wow factor - a
wow factor that works. MV Agusta’s journey
of imagination to the reality of what they
now produce has made the rough road of
motorcycle design look smooth, no matter
where the path nor the conditions lead.
Perfection. Can there be such a thing?
Despite major setbacks over the years, MV
Agusta’s ideal of panache has remained,
that style staying true to its ultimate design.
That is a sign of a company inspired
by faith to follow a winning formula. They
carry on throttle wide open and eyes on the
ultimate prize; to build the most desirable
Back in business
After a very rough patch between 1971 and
1980, when the company was eventually
forced to shut its doors, the MV brand made
a return in the early 90’s. This is when things
really got exciting for the iconic Italian brand.
Cagiva purchased the MV Agusta name
trademarks in 1991. In 1997 it introduced
the fi rst new MV Agusta motorcycle. The
new bikes were four-cylinder 750cc sports
machines, the F4 range, which included
a series of limited production run models,
such as the all black paint work SPR model
(Special Production Racing). In 2004, they
introduced their fi rst 1000cc bike. Then
2004 marked the end of production for
the 750 Sport machines, with a limited
production of 300 SR (Special Racing)
models in the traditional red and silver livery.
MV Agusta also made a limited number of
F4 750cc and F4 1000cc Senna editions in
memory of the late Formula One champion,
Ayrton Senna. They recognized him
having been an avid Ducati and MV
Agusta collector with these releases,
in aid of the Instituto Ayrton Senna,
30 RIDEFAST MAGAZINE JUNE 2018
“It adds extra bite and bark to the
animal lurking inside both the bike
and me, enticing the faster, racier side
of my soul to come out and play – it
reveals my RACE FACE!”
RIDEFAST MAGAZINE JUNE 2018 31
his charity foundation in Brazil for children and
teenagers. Three hundred of each model were
made in the early 2000s. In 2005 MV Agusta
introduced the Tamburini 1000, which was
named after its creator Massimo Tamburini,
who had previously worked for Ducati where he
designed the Ducati 916. Many a top publication
named it the best sportbike in the world.
The well tagged “Art of the Motorcycle”
F4 range very much put MV Agusta back on
the map. The styling has gone through slight
changes over the years and still to this day
is considered the best looking sportsbike on
the market. In 2013, the new F3 675 and F3
800 joined the F4 1000 as MV’s sportsbike
range, offering a wider range of customers the
chance to experience their motorcycle art.
Raved reviews followed with the bikes
not only making customers drool over their
design, but also over build quality and riding
experience. Top grade electronics packages
and components straight off the bikes being
raced at the highest level made for street
bikes that had it all.
Fast forward to our modern-day and MV
Agusta have taken their F3 and F4 range to
another level of uniqueness and excellence
by releasing the RC range – Race Replica
models that can be enjoyed out on the road
by the lucky few that can afford one of these
RC stands for Reparto Corse
MV has a rich racing history having won
270 Grand Prix motorcycle races, 38 World
Riders’ Championships and 37 World
Constructors’ Championships with legendary
riders such as Giacomo Agostini, Mike
Hailwood, Phil Read, Carlo Ubbiali, Gary
Hocking and John Surtees. After almost 32
years out, the company planned its return
to the world racing scene for the 2008
Superbike World Championship season; Carl
Fogarty’s English-based Team Foggy Racing
was going to run the team. The project was
sadly aborted due to a lack of sponsorship,
but how interesting would that have been
Finally, in 2013 the MV brand was back on
the world stage with their new highly-rated
and adored F3 675, competing in the World
Supersport championship with two bikes
managed by Team ParkinGO. Roberto Rolfo
and Christian Iddon rode the bikes, achieving
three podiums. In 2014, MV Agusta made
their offi cial return to racing establishing the MV
Agusta Reparto Corse works team, managing
both World Superbike and Supersport
activities. They have been racing in both World
championships ever since.
Enter the new RC range - one of the rarest
and most collectible motorcycles in history.
MV Agusta’s Reparto Corse range is designed
for a unique clientele; enthusiasts that are
passionate about performance and fanatics
of design. MV wanted to give customers the
opportunity to own models splashed with all
the tech and top components used on their
racing machines, so they released the limited
edition F3 and F4 RC range of bikes, and I
somehow managed to talk my way into testing
the only F3 800 RC machine available in SA.
ROAD OR TRACK:
MV Agusta offers the F3 RC models with a “Special
Kit” for circuit riding. This makes the models
identical to the race version in terms of equipment
The Special Kit features:
• SC Project carbon fiber silencer with carbon fibre
heel guard and aluminum silencer support brackets
• Race ECU with a dedicated mapping to maximize
the increase in performance (133 horsepower at
14,570 rpm on the F3 675 RC and 153 horsepower
at 13,250 rpm on the F3 800 RC).
• Rear set cowl for a single seat
• Machined from billet brake and clutch levers.
• Included are a rear sprocket for race track
gearing, and a rear stand and motorcycle cover are
for maintenance purposes.
32 RIDEFAST MAGAZINE JUNE 2018
“Its racy nature
inspires me to let
loose and like an
addict I give into its
The Ultimate Track Day Weapon
Yes, yes, I can hear you all screaming the
words “you lucky bastard”. I can’t even argue
with that, as I really am a lucky bastard. It’s
every sportbike fans dream to ride a bike
like this – a bike kitted out with all the latest
and greatest tech, able to transform even
the most boring/average rider into a factory
superstar. Now I don’t mean it’s going to
magically turn you into a top racer who can
bang out lap record pace every lap, but rather
have you looking and sounding like a top
racer banging out lap record pace every lap.
That’s basically what this bike will do. It will
no doubt help you shave off some unwanted
seconds on your lap times thanks to its racing
nature, but even if it doesn’t, who cares, it
looks the part!
The stock MV F3 800 is a gem in itself.
Power a plenty from the oh-so-ravishing
3-cyclinder motor and a look and feel
unmatched in its category. The RC version
takes the sensational riding experience to
another level. The arousing sound produced
by the triple motor is accentuated by the
SC Projects pipe fi tted. It adds extra bite
and bark to the animal lurking inside both
the bike and me, enticing the faster, racier
side of my soul to come out and play – it
reveals my RACE FACE! I try to hold back
the overwhelming desire but quickly fail.
I soon found myself attacking every turn
with little-to-no sense of consequence and
the bike, like the perfect drug to an addict,
tickles my senses and sends my body into
a rollercoaster of emotions. Its racy nature
inspires me to let loose and like an addict I
give into its enslavement.
It’s built to go fast and it does! The 153hp
and 88Nm of torque are easily controlled
and managed with the help of an electronics
package designed to reinforce the riders’
confi dence. The throttle is very eager and
snappy so that assistance is welcomed.
Having said that, no more than 2 clicks of
traction control is needed. I found any more
than that was too intrusive and restricting.
I spent the majority of my time out on track
with traction control set on 1.
The motor has enough torque and revs to
hold a gear in places, rather than changing
in-and-out the gears. Less shifts mean
less work, which result in faster lap times,
remember that. The standard quick-shifter
and auto-blip do make shifting through the
gears effortless, so if you are one for shifting
RIDEFAST MAGAZINE JUNE 2018 33
when not needed it won’t hamper you that
much. Corner entry is fast and thrilling with
the combined use of the auto-blip and slipper
clutch. Just bang down on the gear lever and
let the bike do the rest, again inspiring my
racy addiction to relentlessly attack the track.
The bikes ergonomics are aggressive, as
you would expect from a race replica. Its
riding position is a bit harsh on the wrists
and shoulders, so I wouldn’t like to attempt
any long open road rides, but out on track it
installs confi dence as it puts the rider over the
front, ready to attack. It invites you to push
the Marzocchi “UPSIDE DOWN” telescopic
hydraulic forks, which are set up hard ready
for the track. Attacking and hitting the apex
is what the bikes setup promotes and it does
so to perfection. Point it where you want it to
go and it will follow, no fuss, no hesitation.
Braking from the top-grade Brembo system
is sublime. No brake fade whatsoever during
the test. I clamped on the racy adjustable front
brake lever as hard as I possible could at every
occasion and was greeted with nothing but
ultimate stopping power.
I don’t think there is any need to really
touch on the bikes styling and design. Any
man or women with eyes can see that the F3
800 is simply gorgeous. In fact, its almighty
presence could probably give sight to the
blind – it’s that glorious!
Please don’t go
Like any good sexual experience, there
comes a point where you just have to pull
out. Tears of pain and sadness fi lled my
eyes when I knew it was time to pull off the
track and park the bike, bringing an end
to the test. But just like any good sexual
experience, I was left completely satisfi ed.
Every lap was seductive and I had to often
remind myself that this was just a test and
not an actual race.
The F3 800 RC is a race replica designed
to make you look and feel like a top factory
racer and it did just that. While out on track
I felt faster and looked better than I probably
ever have before. It’s sad to think that this
will be the only one available in SA. Every
sportbike freak should be able to experience
a machine such as this.
The only down-side to a bike like this,
packed with all that racy goodness, is the
price. The new retail price of this bike was
R359 999, and this particular model with
less than 900km on the clock, is available as
a demo at R319 999. Yes, that is an insane
amount of money, but what you get is an
insanely good motorcycle that is exclusive
and a true piece of Motorcycle Art.
KEY SPECS F3 800 RC
Engine: 798cc Three cylinder, 4 stroke
12 valve, liquid cooled
Maximum Power: 148 hp @ 13,100rpm
Maximum Torque: 88 Nm @ 10,600rpm
Seat height: 805mm
Dry weight: 173kg
Price: R359,999 (Demo R319,999)
BRIDGESTONE S21 HYPERSPORT
For this test we fitted a new set of the Battlax Hypersport S21
- the new high-performance street tyre from Bridgestone, who
are the biggest selling motorcycle tyre manufacturer in the
world. The new tyre is sharper, stiffer and offers customers 36%
more life than its predecessor the S20EVO.
Out on track the S21’s handled and highlighted the superb
handling capabilities of the MV Agusta F3 800 RC. It was a
perfect combination and although not labelled a 100% track
tyre (rated 50street 50 track), it felt right at home out on track.
Warm-up did take a bit longer than a soft race tyre, but that is
expected, and once heated up offered ample amounts of grip in
and out of every turn. Stability was really good, while agility was
more than sufficient.
After a full days riding, completing over 45 laps around the
Redstar track, both front and rear tyre wear looked superb,
barely breaking out a sweat, thanks to the dual compound on
the front and triple on the rear, offering soft flex on the sidewalls
for lean angel grip and hard centre for stability and longevity.
The new S21’s are now available in SA and well priced at R4320
inc vat for 120/180 set and R4550 inc vat for 120/190 set.
34 RIDEFAST MAGAZINE JUNE 2018
THE PERFECT CHOICE!
THE NEW RANGE OF HYPERSPORT, SPORT
TOURING & ADVENTURE TYRES HAVE ARRIVED
T31 Sport Touring
Available at dealers Nation-Wide
The Effects of Motorcycle Gearing Changes
A discussion on motorcycle gearing, what it means,
and the end result it makes to your machine
One very common modification that riders
tend to make to their machines is to change
Most commonly, riders will do this in an
attempt to make their bikes accelerate quicker
as stock road gearing tends to be longer than
is needed for the track.
In this article we’re going to give you a
relatively basic lesson on how gearing works,
as well as how any changes will affect the end
result you get when you twist the throttle.
What Gearing Means
From the engine all the way through to the
rear wheel, gearing comes into play.
Each part of the mechanical process that gets
the power from the engine to the rear wheel
has it’s own gearing. There are three main
parts to this gearing equation.
Primary Drive – The ratio between the
engine (crankshaft) and the clutch/gearbox.
The Gearbox – Each gear in the gearbox will
have its own ratio, and changing what gear is
selected changes the ratio that goes through
to the final drive.
Final Drive – The ratio between the number
of teeth on the front sprocket (the small one)
and the rear wheel sprocket.
When talking about complete motorcycle
gearing (all of the above) this is referred to as
the total gearing ratio.
Each of the above gear ratios will determine
the level of twisting force (torque) that makes it
through to the rear wheel.
However, around track day and race
paddocks when people refer to changing the
gearing, they are almost always referring to
changing the Final Drive gearing.
Quite simply, changing the size of the
front and rear sprockets to alter the bike’s
Now, we’ve almost immediately started talking
about ‘gear ratios’ with little explanation, so let
me help you out…
As we’ve indicated, each
of the aspects have what’s
known as their own ‘gear
In real laymen’s terms, this is
the ratio of how many times
the drive sprocket (front)
has to turn before the driven
sprocket (rear) turns once.
So let’s assume you have a 5
tooth front sprocket and a 10
tooth rear sprocket.
In order for the rear sprocket and
wheel to rotate once, the front
sprocket has to rotate twice.
Pic 1:This ratio in written
form is 2:1.
Now let’s assume that you have
a 5 tooth front sprocket and a
15 tooth rear sprocket. Now
the front sprocket has to rotate
three times in order to rotate the
rear sprocket once.
Pic 2: The gear ratio of this arrangement
would be 3:1.
To bring it to more familiar ground, here’s a
more typical gearing arrangement.
A 2004 Yamaha R6 in stock trim, for example,
has a gear arrangement of 16 teeth on the
front sprocket and 48 teeth on the back
(written as 16/48).
Like the example above, in this arrangement
the front sprocket needs to rotate three times
in order to rotate the wheel once, giving
the same gear ratio of 3:1 as the previous
This ratio can also be detailed as a decimal
number (which will help explain the next bit),
which in the instance of a 3:1 ratio is written
as 0.33. This is the result of:
16 front sprocket teeth, divided by 48 rear
sprocket teeth = 0.33
Now we know about the numbers and what
they mean, let’s clarify what that represents.
Lowering the Gearing
With stock road gearing riders often find that
it is a little too ‘long’ for the track and they
would like to ‘shorten’ it.
The term ‘long’ is used because each gear
feels longer to get through than what is
needed for the track, but when they talk about
shortening the gearing what they actually want
to do is lower it.
Lowering the gearing ratio means that you
are actually increasing the difference in tooth
count between the front and rear sprocket.
Sounds confusing, but bear with us.
So as we know a stock 2004 Yamaha R6 has
a gearing arrangement of 16/48.
A very common gearing modification to this
arrangement is to go -1 tooth on the front
sprocket and +2 teeth on the rear. This leaves
us with 15/50.
The gear ratio is now 3.33:1, meaning the
front sprocket has to rotate 3.33 times before
the rear sprocket rotates once.
As a decimal number, this ratio now becomes
0.3 (15 / 50 = 0.3).
So as you can see, before the change the
ratio as a number was 0.33, after the change
the gearing has been lowered to 0.3.
The Changes in Real Terms
We now know that lowering the gearing
is what most riders want to do to improve
acceleration, so let’s look at why that happens
and the consequences of doing it.
36 RIDEFAST MAGAZINE JUNE 2018
Brought to you by
In order to get the wheel to spin up quicker
you can either increase the power output of
the engine, or you can change the amount of
torque that is applied through the rear wheel.
In real simple terms, torque is a measurement
of twisting force applied to an object to rotate
it about an axis.
In this instance, the torque is applied through
the chain and sprocket in order to spin the
wheel around the axle. More torque means the
wheel will spin up easier, and therefore quicker.
By increasing the difference in tooth count
between the front and rear sprocket (and
lowering the gearing) you are increasing the
amount of torque that is applied through the
The increase in torque means the wheel spins
up easier and you accelerate faster.
The Trade Off
As you may already know, when you change
the gearing like this the trade off comes in the
way of top end speed.
By lowering the gearing you cause the rear
sprocket and wheel to turn more slowly in
relation to engine speed.
Slower wheel speed equates to slower road
speed, meaning your bike will be going slower
at any gear and RPM compared to higher
Again, to put it simply, on the red line in top
gear your rear wheel will be rotating slower
when using a lower gearing arrangement,
meaning less top speed.
Front vs Rear Tooth Changes
You may be forgiven for thinking that a
single tooth change to either the front or rear
sprocket would yield the same result.
Afterall, we’re just looking to increase the
tooth count difference between front and
rear sprocket, so why does it matter which
sprocket it comes from?
It makes some sort of sense we suppose, but
this isn’t the case.
The ratio is determined by dividing the number
of teeth on the front sprocket by the number
of teeth on the back as we saw above, so a
change in the number of teeth on the front
sproket will have a more dramatic effect than
For example, let’s go back to our original
stock arrangement of 16/48 (0.33) and
change a single tooth at each end separately.
Remember, we’re looking to increase the gap
between the two, so to lower the gearing you
remove teeth from the front and add them to
15 / 48 = 0.3125 gearing ratio
16 / 49 = 0.3265 gearing ratio
As you can see, removing one tooth from
the front sprocket has a bigger impact than
adding one tooth to the rear.
In actual fact, going down one tooth on the
front is roughly the equivalent to adding three
teeth to the rear. As you can see:
Make sure you fit a MotoGP
appoved chain to your
sprockets like Regina
15 / 48 = 0.3125 vs 16 / 51 = 0.3137
Not exactly the same, but very close.
Gearing Is Always a Compromise
Consider the track you’re riding and ask
yourself if your gearing is correct.
Are you only ever able to get up to fourth gear
on the longest straight? Or are you bouncing
of the limiter in top gear half way down it?
Different bikes will favour difference
arrangements at different tracks. If you’re
really keen like some racers or track day
riders you can have multiple arrangements for
Also consider if your current gearing is making
one of more corners awkward to handle,
such as leaving you too far out of the power
as you exit a corner, and selecting a lower
gear leaves you too high in the rev range, for
Like a lot of aspects of motorcycle setup, it’s
about fi nding the best compromise for the
track and conditions you’re riding at the time.
You likely won’t fi nd a perfect setup through
sprocket changes alone, but if you’re still
running stock gearing then you can certainly
make it a lot better.
A Couple of Caveats
Firstly, if you’re making a radical gearing
change from stock, there’s a good chance
you’ll fi nd that your existing chain length is
too short (assuming you’re going for a bigger
sprocket at the rear to improve acceleration).
It’s worth fi nding out the recommended
change length for your new confi guration.
Second, if you’re making a big change this
will also have an effect on wheelbase, and
Be sure to check out www.
gearingcommander.com. A fantastic tool for
testing theoretical gearing changes.
RIDEFAST MAGAZINE JUNE 2018 37
40 RIDEFAST MAGAZINE JUNE 2018
KTM 790 DUKE
A new engine combined with all that is good from KTM’s Duke
range. The new 790 is set to light up the middleweight naked
category and we got to test it around Kyalami... AT NIGHT!
Words: Rob Portman Pics: Gerrit Erasmus & ZC Marketing Consulting
Normally when 7pm comes
around I am snuggled
nicely in my bed with my
gorgeous wife and baby boy, yes
I’m getting old, but not on the
night of the 22nd of May. This
time I was riding fl at out around
Kyalami and yes, at night!
It was the launch of KTM’s
all new middleweight naked
bike and as usual from KTM
everything about it was unique,
desirable and spectacular! A
night where not only the track
was lite up, but also the smiles
on the faces of all that were
In the middle
KTM’s fi rst nakedbike – the Duke
620 – was released twentyfour
years ago. That machine
heralded the start of a family
which has endured to this day,
made up of single cylinder and
V-twin confi gurations – until now.
KTM has sensed an opening in
the middleweight naked market
and the end result is the new 790
Duke parallel twin. Those last two
words are the most poignant,
as KTM has invested heaps of
money and time – a combined
1.5 million dyno and ‘real world’
endurance testing hours – on the
all-new LC8c engine to make
sure it was cherry ripe to power
the all-new performance street
bike. A good move in my mind,
as a fresh approach was needed.
They threw loads of apples into
this basket, with 250 personals
assigned to this project and
111,111 man hours put in over
the 3 years.
KTM’s development team
considered a midsize V-twin
before deciding that a parallel
twin, more compact and less
expensive to produce, was a
better bet. The DOHC, eightvalve
unit (which KTM calls the
RIDEFAST MAGAZINE JUNE 2018 41
Typically sharp-edged Kiska styling instantly
identifies the 790 Duke as a KTM.
LC8c, for Liquid-Cooled 8-valve “compact”)
has its crankpins offset by 75 degrees (as
opposed to the more common 180-degree
orientation) to give an irregular firing order,
and it is tuned as much for midrange torque
as top-end power. The engine’s two balance
shafts allow it to be employed as a stressed
member of the frame, which in KTM tradition
is made from tubular steel.
A compact, well powered motor fitted snug
into a compact chassis. Sounds inviting yes?
KTM have labeled the new 790 “The
Scapel” and used some pretty big
statements in the briefing – “The sharpest
street weapon”, “Maximising the thrill of the
ride”. Those are big proclamations to make,
but KTM are a brand full of confidence at
the moment and without doubt one of the
Their aim was to release a middleweight
bike to fit perfectly into the Duke range,
right smack in-between the now outdated
looking 690 Duke and top of its class 1290
Superduke R. A modern mid-weight naked
that is happy to do the daily commute, but
also alive enough to attack the twisties. A
naked bike with agility and performance to
satisfy a variety of riders.
Creating a bike to satisfy the edgy
hooligan and more sophisticated rider was
never going to be easy, but after only a few
moments on the bike I could feel that the
new KTM 790 was ready and capable of
satisfying both aspects.
“KTM considered a V-twin
engine before opting for
the more compact paralleltwin
layout. There’s no
denying the engine is
42 RIDEFAST MAGAZINE JUNE 2018
R550 Wednesday & Friday
Track Day FeesR800 Saturday & Sunday
4KM OF TYRE FRIENDLY TAR, 5 STRAIGHTS, 13 CORNERS, 100% EXCITEMENT!!!
44 RIDEFAST MAGAZINE JUNE 2018
Light it up!
KTM’s a company that thrives on pushing the
powered two-wheel boundaries – it’s MotoGP
campaign the latest example of that – and just
getting out there and doing it. To say the 790
Duke embodies those adventurous elements is an
understatement and the team at KTM SA wanted
to embrace that adventurous side by putting on a
local launch never seen before.
This was no ordinary launch and certainly not an
ordinary bike. Kyalami is a thrilling circuit at the best
of times, but I was about to experience it in a way I
had never before. With the bright lights of suburbia
in the distance, I headed out on track lead by the
familiar shine from the powerful LED headlight I
had seen before on the 1290 SD R at last year’s
Now, 105hp and 86Nm of torque might not
sound like much coming out of a 799cc motor
but accelerating hard for the first time was very
entertaining. The new motor packs more
punch than a fruit cocktail mix at a Matric
Farewell. It leaps forward eager to attack
whatever is next and just like Robin is to
Batman the lightweight 169kg chassis is
the perfect side-kick, up for any challenge.
Heading into the test I was a bit worried that
the 790 would be lost around the wideopen,
fast-flowing 4.5km circuit – oh how
I was wrong. More than enough power to
enjoy through every gear at every rpm. The
bike I tested was fitted with the optional
extra track pack, so quick-shifter and autoblip
were at my disposal and they just made
the ride even sweeter.
KTM tried to keep costs down by fitting
basic WP suspension front and rear. Nothing
too fancy, but got the job done offering
ample stability and agility. Where the 790 is
definitely not basic is in its electronics, which
“Heading into the test
I was a bit worried that
the 790 would be lost
around the wide-open,
fast-flowing 4.5km circuit
– oh how I was wrong.”
sets new standards for the middleweight
class. KTM has thrown the electronic
kitchen sink at the 790 Duke, with leanangle
sensitive traction control, cornering
ABS and motor slip regulation also a part of
A neat TFT display, operated by an
updated and easier-to-use version of
KTM’s familiar four-button switchgear on
the left handlebar, helps scroll through and
select between four riding modes and all
Traction control and ABS were not
intrusive at all, never interrupting or
disturbing my amusing rhythm.
Braking is superb with just the right amount
of bite and pressure on the front lever. Getting
the rear to slide is also easy when set in
supermoto mode. Again, no interfering or
funny shuddering from the ABS.
RIDEFAST MAGAZINE JUNE 2018 45
The 790’s specifically designed Maxxis
tyres gave a good account for themselves. I
was very spectacle riding on a cold track at
night on a brand of tyres I had never ridden
on before. The first lap was a bit slick, but
by the end of the long front straight I was at
full tilt and feeling like I was on fully fledged
racing rubber. Very impressed! Knee
scrapping madness ensued for the rest of
The Duke could be ridden impressively
hard without getting out of shape or
threatening to do anything nasty, which for a
relatively inexpensive middleweight is pretty
I loved the experience of riding the new 790
Duke around Kyalami, so much so that the
Kyalami marshals had to literally drag me off
The new 790 ended the test with a very
impressive report card and many a raised
eyebrow. All of a sudden, the “Maximising
the thrill of the ride” and “Sharpest
On show was a fully dressed up bike with all the
official KTM Powerparts available, costing around
R40k extra. Well worth it - simply stunning!
street weapon” phrases didn’t seem so
overwhelming, but rather more legitimate to
a machine that did both notably well and is
well worthy of the nickname “The Scapel”.
I look forward to a proper street test
against some of its rivals in the not too
The new 790 is available at KTM dealers
now priced at R146,999.
KEY SPECS 790 DUKE
Engine: New 799cc Parallel-Twin Engine
Maximum Power: 105 hp @ 9,000rpm
Maximum Torque: 86 Nm @ 8,000rpm
Seat height: 825mm (adjustable)
Wet weight: 189kg
Visit www.ktm.co.za for more details
“The Duke could be ridden
impressively hard without
getting out of shape or
threatening to do anything
nasty, which for a relatively
inexpensive middleweight is
46 RIDEFAST MAGAZINE JUNE 2018
For one whole night, Kyalami
was splashed with orange
and the thumping sound of
the new 790 twin motor took
“I enjoyed every second of
the bike out on the road,
taking every opportunity to
get it up on the back wheel.
It was so easy!” Kyle Lawrenson
RIDEFAST MAGAZINE JUNE 2018 47
48 RIDEFAST MAGAZINE JUNE 2018
While attending world launches, Rob met a crazy Polish rider by the
name of Andrzej Drzymulski - otherwise known as Simpson. He is the
owner of Świat Motocykli (Motorcycle World) magazine over in Poland
and he is one talented rider who can do things on bikes not many can.
We asked him to send us his opinion on the new KTM 790 Duke and he
did, along with some awesome pics. Words: Simpson Pics: Martin Matula
The KTM Duke was once an all-out extreme
machine. Ten years ago, it was a wild hybrid
bike that blended naked and supermoto
bikes. The 2009 690 Duke R was a bike I
loved to ride every possible and sometimes
impossible way. Unfortunately, someone
at KTM viewed the bike as too offensive
with its attitude and decided to tame
down the Duke series. In effect, the
Austrians over the past 7 years
have offered naked bikes lacking
their original hooligan
character and on the
other side had motors
lacking bite to compete
against their naked rivals.
Fast forward to more
modern day and we
fi nally get what we’ve
been waiting and asking
for – the Dukes are back!
It only took me a few twists of the
throttle on the new 790 Duke to
realize that the hooligan status
had been restored. You just can’t
help but fall in love with the new
twin engine. It revs like an MX bike
and offers good power in every
part of the rev range. Wheelies are
effortless in the fi rst two gears and
if you want to go faster, just shift
through the gear using one of the
best quick-shifters on the market.
Saying that, an extra 15hp would
be nice (R version?) to help pull
more violent wheelies coming out
of the turns. After a ride through the
city I wasn’t completely sold by the
suspension, but out on track it showed
it’s possible to get not-so-fancy
suspension to work and enjoy. The 790 Duke
really came alive out on track and was super
precise and extremely fun. The tyres could offer
a bit more grip but were still good enough for
big supermoto styled slides with full control.
The electronics package is really good. There
was no need to switch the ABS off – all you
need on track is supermoto mode switched
on. Simply drop two gears, squeeze the front
brake and control the slide with the back brake.
KTM’s partnership with J.Juan, a Spanish
company, to manufacture their brakes was a
good decision as they work really well – good
power with greater control.
I’m so glad to see that KTM have given their
more hooligan like fans the perfect weapon
for (irresponsible) everyday use with plenty
potential for track and stunt riding. I’m told
there is an R version coming, which I can’t
wait to see and ride. With extra power and
upgraded adjustable suspension, it will be one
of the best bikes on the market.
RIDEFAST MAGAZINE JUNE 2018 4 9
50 RIDEFAST MAGAZINE JUNE 2018
PIRELLI DIABLO ROSSO CORSA II
The Italian brand capitalists on the experience developed in the
World Superbike Championship to create a tyre with multiple
compounds, three on the rear and two on the front, offering
stability and mileage, grip in both dry and wet, and sporty
performance derived from racing. We put the new Pirelli Diablo
Rosso Corsa II tyre to the test at the world launch recently held
right here in SA. Words: Rob Portman
Anything Italian made
performance, and when
it comes to tyres, Pirelli
are arguably renowned
for being the sportiest.
But with the updated
Diablo Rosso Corsa II,
Pirelli have added a bit
more practicality to their high performance rubber.
The Pirelli Diablo Rosso Corsa is Pirelli’s
supersport tyre which also incorporates a degree
of road manners. Aimed at the rider who likes
his superbike to share road and track duties, the
design of the tyre is such that you don’t need to
bother swapping them out for a set of slicks to
get useful grip on the circuit. But with the original
Rosso Corsa released in 2010 and with the steady
advancement of power, electronics and reduction
in weight of the superbike category, it was time for
Pirelli to give the model an update.
The Tech stuff
The Pirelli Diablo Rosso Corsa II released for
2018 is the successor to the original that was
fi rst released in 2010. The original version was
designed for two roles with a 50/50 split between
track and road use. The new tyre retains the same
50/50 orientation but due to major improvements
in material, technology and building processes
it works over a much broader spectrum than
before. That means it’s much improved on the
road and better on the track. Tyres are made of
many different components and materials but
starting from the outside it’s easy to see why this
Rosso can role play. The rear has three different
compounds of rubber creating fi ve zones working
over the face of the tyre. The centre section of the
tyre covers the surface of the tyre from the middle
line out until the lean angle gets to 35 degree. That
centre strip is made of 70 percent silica which
gives it good wet weather grip properties. Pirelli has
also managed to work some magic and strengthen
RIDEFAST MAGAZINE JUNE 2018 51
the compound by adding a
cocktail of materials to help on
the durability and warm-up.
The next 15 degrees has a
full silica strip that provides
even better grip than the
centre section of the tyre,
especially in the wet, but
being full silica it has less
durability. That doesn’t
matter though because
that part only comes in
to play when the bikes
on the lean. The fi nal
part of the equation is
the edge, where a full
carbon race compound is
used to give race track like
performance to the Rosso II
and an even greater lean angle
(52 degrees) compared to
the old tyres’ 48. The front
has just the two different
compounds with the full
Silica middle section and full
carbon black for the edges as wear is not as
big a factor, but grip is. The compounds not
all that’s changed with information fl owing
through from the race paddock being used
to redesign the carcass and the shoulder
of the tyre. The black art of building a tyre
is complicated, especially when it comes
to building the base, this new tyre uses the
latest advanced technology and Pirelli’s
secret weapon Lyocell. Lyocell is a patented
Pirelli developed material used instead of
the industry standard Rayon to make the
radial belt which is weaved around the tyre
creating the radial. The Pirelli chemists
found it’s more solid and doesn’t stretch
like Rayon, making it a much more stable
product to use. This new-found stiffness
creates a better stability and feel also
under acceleration. The new tyres
come in just the one front size and six
rear sizes from 160 through to 200 to
suit a broad spectrum of bikes.
According to Pirelli, the changes
have improved mileage, dry and wet
handling, and improved the overall
performance of the tyre over the
outgoing model. But there was only one
way to fi nd out just how good the new
tyres are and that was with a hard road
ride followed by a day at the track.
52 RIDEFAST MAGAZINE JUNE 2018
It was refreshing for once to have a world
launch held right here in our beautiful country.
Pirelli deciding to WOW journos from all over
the world with the splendor that is SA.
We were put up at the Hippo Hollow resort
in Hazyview, Mpumalanga and were treated
to a gave drive through the Kruger National
Park before heading out on the famous and
majestic twisty roads that surround the area.
Our road ride consisted of a 165km route
that took us through the famous Sabie 22
through to Graskop, where we would turn
around and head back. This would be a good
test for the new tyres, as it offers a great
mixture of high-speed sections with plenty
of mid-speed corners. The surface is not
billiard table smooth prepared new bitumen,
but rather quite rough and bumpy with many
different surface changes, potholes and
obstacles to contend with - so the Pirelli’s
were going to have to be at their best.
There was a host of top-grade sportbikes
to choose from - naked and superbikes. I
drew the keys for the Ducati Monster 1200 S,
a bike that I have tested before, on these very
roads two years ago and had no problem
riding again. It would be a good choice to
help put the new rubber through its paces.
My initial view on the tyres is one of praise,
straight from the first wheel rotation I had a
feeling of confidence and a feeling of grip.
There was no warm-up period needed, these
tyres seemed ready to go from the start.
On our 165km road run there was a 10km
stretch of dodging potholes, serious potholes,
and that meant a lot of weaving changing
directions even on the straight. Instantly the
bike felt light and nimble in the way it flicked
from side to side and I knew that good things
were to come when we got to the real roads
by the solid feel and feedback I was getting.
When we got to the famous biker Sabie 22
stretch of road I was able to open the taps
and ride the Monster 1200 as it was designed
to be ridden – fast. It was soon apparent that
I was not going to be able to ride as fast as I
had wanted too. Our guide was, let’s just say,
cautious, very cautious, so we did not attack
the 22 anywhere near as fast as I would have
liked, or had been many times before. Our
not-so-fast speed meant I could really push
the limits of the tyres, so no knee scrapping
or rear wheel spinning.
Having said that the tyres did feel very
planted. Stability is a key factor, especially
on a naked bike and the new Diablo Rosso’s
offered complete stability out on the road.
We were shipped back to JHB for the track
test on the launch, where we headed to the
newly re-vamped Kyalami Grand Prix Circuit
in Midrand, the perfect testing ground for the
Diablo Rosso Corsa II.
With perfect conditions awaiting us and
another mega fleet of bikes, we hit the track
with each bikes recommended tyre pressure
set at factory specs. That put them on the
high range compared to what you would
usually use on the track, but I have to say
even with the standard pressures this is
one impressive tyre. I started off on the new
Honda CBR1000RR SP and it didn’t take
me, or the tyres long to get comfortable out
on track. The new surface is sublime and the
tyres were taking full advantage of that fact
and were stuck to it like a marshmellow to a
kids fingers. Instant knee scrapping with no
tyre warmers being fitted, a testament once
again to the warm-up.
The new Blade was loving the grippy
rubber and it turned into a perfect partnership
around the fast flowing circuit. The carcass
held its shape well and there were no weird
feelings, just confidence inspiring feel from
bank to bank. The front had a great amount
of grip that let me tip in just that bit more if I
54 RIDEFAST MAGAZINE JUNE 2018
was off line with out having any heart in your
mouth moments. The CBR SP is a trackbred
machine with handling capabilities also
unmatched in the superbike category and
the Diablo Rosso Corsa’s were the perfect
partner in crime - the crime being tearing up
After a very exciting and impressive
outing on the CBR1000RR SP I switched to
the slightly more powerful Yamaha R1 and
almighty Ducati Panigale, which I had to wait
in-line for as every journo wanted it.
This was going to be a slightly harder test
for the new Pirelli’s, as both bikes are a bit
more aggressive in the power department.
Again, the new rubber showed its quality.
Even with full power race mode the rear hung
in there well. These tyres suited the Panigale
perfectly and it’s no wonder they are fitted as
standard equipment. I was able to hit every
line precisely and accurately with no hesitation
or fuss from the black hoops. I was amazed
with the lap times I was able to set on what
are pretty much road tyres (go check out the
on-board video I posted on our Facebook
page of me thrashing the Panigale.)
After riding (hammering) all three bikes flat
out on around the world-class circuit, I had
nothing to fault which is a testament to the
technological advancements of the tyres.
So, the Pirelli Diablo Rosso Corsa II is better
than the original and by a fair margin. It feels
just like a race tyre on the track, but with
slightly less grip. That’s not bad, because
that’s the feel that you need to have to enjoy
the ride. The other on-track advantage is the
tyres stability over the course of the day. It did
every session nonstop with guys that know
how to ride and still, the Corsa II stood up to
the task. On the road, I can’t find a bad word
to say with the bike braking, gripping and
steering well even on dirty bumpy surfaces.
We ran recommended pressures throughout
the test and didn’t lower them for the track.
The Diablo Rosso Corsa II will be at the
forefront of the hypersport class for a long
time to come, because its performance is a
step forward and puts its users in good stead
providing improved safety and grip.
The new tyre is now available at dealers
RIDEFAST MAGAZINE JUNE 2018 55
DUCATI PANIGALE V4S
The new Panigale V4 made
a ridiculous 185hp on Alain’s
Dynojet dyno, officially the
strongest stock production
bike ever on Alain’s dyno.
56 RIDEFAST MAGAZINE JUNE 2018
THE DEVIL IN THE
We have tested Ducati’s new superbike beast out on track on a few occasion now and raved about it. But how does all
that goodness feel out on the road? And was it be able to withstand a couple of days in the hands of The Singh?
There are certain moments that defi ne the
evolution of man as a species. The invention
of cellular communication. Gunpowder and
all its evil kin, the prospect of Elon Musk
releasing a water fueled superbike…
Many moons ago, the silver beauty that
was the R1M melted my heart and singed
my mind. The new Ducati V4 is currently
the evil temptress that has me completely
besotted with wanton lust and irrational
thoughts. (Does one really need a kidney,
a spleen can go, but what purpose does a
slimy spleen serve and how much can you
sell it for on the organ market.)
Sadly, the bike is that incredible. The
Italians have never lacked for creating
social sexual icons that turn the head and
dominate the senses, but the V4 has taken
progressive lines and staggering appeal to
an entirely new level.
The Singh was handed the keys to the
V4 S. He was told it is the “middle” model
in the new machine range and costs some
staggering amount. The salesman waffl ed
on about the electronics and the methods
of engaging the bike, but I was taken at
fi rst glance.
The front end resembles a hawk that is
about gorge on an unsuspecting sparrow,
while the rear end is probably the sexiest
tail piece to have existed. Well until the next
generation of Ducati that is.
Let’s begin our assessment at the level for
those of us ID10T’s that partially understand
digital technology but will walk away in disgust
the moment we cannot return to the previous
screen on the cell phone or when we have
to keep resetting that damn “OK” button and
You all know of those days (rolls eyes)
The V4 answers the digital simplicity
and innovation call with the easiest system
to access all the bikes multiple features,
electronics and gizmos. It is a simple yes,
no, and return model. The eye catching
LCD display is resplendent in all the
colours of the rainbow. It’s become pretty
standard fair now in most of the bikes, but
some fail horribly. Excess sunlight, creepy
weather, all seem to detract from visibility.
The Ducati Instrument Cluster is visible and
accommodating in all conditions. The digital
tacho dial informs you effectively when the
f%^K to change gear and practically, that is
all you need. The Gods of Technology please
bless the Ducati Engineers and keep them in
good health. This is what us bikers have been
Although the V4 has more options then a
smart phone… perhaps that is exaggerated,
it is simple in its execution and a pleasure to
Let’s continue this motoring serenade.
Seating position on what feels like
Alacantra is as comfortable as it gets on
a superbike. Levers switches and all the
gadgets are within easy reach.
We placed the bike in sport mode, relying
on the effi ciency of the updated electronic
Ohlin’s and trundled out of show room fl oor.
The V4 gurgling and rumbling like a panther
preparing to hunt.
The thought came to me …it was now a
Du – KAT – Tee, anyway I was feeling rather
punny that day.
You can immediately sense the lurking
power being harnessed under you. The V4
thumps forward so quickly that I actually
got a fright. I slowed down and gently
accelerated this time. Nope, same result.
The engine feels manic. Think of the low
down grunt of a V twin happily merged with
the top end screeching acceleration of an in
line 4 and that is what the V4 is.
Relentless power from 1500 rpm all the
way up to the insane 14900 rev limiter. We
dynoed it as some of you may have noticed.
The red devil made more power in standard
form than any thousand we have tested. It
also demonstrated a respectable 314 km/h
top end. Way more than we anticipated and
a smidgen above the other super’s in the
It’s light, blisteringly quick and stops with
enough force to give you an involuntary
vasectomy. The chassis on the Kat, feels as
light as 250cc and once you crack pen the
throttle on corner exit, the V4 delivers with
There is NO Flat spot on this machine. I
repeat No Flat spot, any gear, any speed,
it just starts pulling and does not relent.
It’s a pleasure when overtaking, cornering,
slowing and just about at any point.
I have ridden some fast bikes in my time,
mind warping, Newton Law defying animals
that twist and bend the principles of physics
to their whimsical demands. But this new
Kat does it all and then some.
We did a few roll-ons with a mates BM
RR, piped, fueled and well, not standard.
From second gear, the Kat mangled the BM
and pulled a healthy lead on it. Sprinkle in a
few corners and equal riders and good luck
to anyone keeping up with the V4.
The new V4 is a game changer in the
biking industry and all the reviews extolling
its virtues cannot actually explain how
phenomenal its performance actually is.
It will need heat shielding as the bike fries
your behind in traffi c. Probably something
you will not notice in leathers, but still. Whew
it’s toastier than a sunbed in the Sahara.
“I have ridden some
fast bikes in my
time, mind warping,
Newton Law defying
animals that twist and
bend the principles
of physics to their
But this new Kat does
it all and then some.”
RATINGS: DUCATI PANIGALE V4S
Heat 8 (when not stopping, 4 in traffic ,save me)
Fuel 9 (amazingly light)
Acceleration 10 (pulls your eyeball into a convex shape)
Servicing 10 (20000 km servive interval)
Lights 10 (incredible front and rear)
New Rider 6 (keep all electronics high and rain mode)
RIDEFAST MAGAZINE JUNE 2018 57
“The new H2 SX is an
accomplished blend of exhilarating
power and performance, paired
with comfort and efficiency.”
58 RIDEFAST MAGAZINE JUNE 2018
KAWASAKI NINJA H2 SX
Kawasaki’s latest member of the Ninja H2 family is a supercharged, 200 hp sport bike
with a passenger seat and space for panniers. There’s more electronics and features
standard than on most sports cars, and a better hp-to-weight ratio to boot.
ack in 1971, when I was still very much
in Bag-dad, Kawasaki set the world
ablaze with the introduction of the fastest
production motorcycle ever; the H2. A
two-stroke (those smokey engines) with a
7 500 rpm redline, which was high for the
time, and a 1:1 horsepower-to-weight ratio.
It would send inexperienced riders wheelieing
over backwards and beating their friends
to every red light—but you’d also likely
blow through that red light. The original H2
was nicknamed the Widowmaker for its
ridiculous power and lackluster brakes and
suspension. It was dangerously fast.
Forty-four years later and Kawasaki would
once again stun the world, reintroducing
the H2, but this time swopping the insanely
Words: Rob Portman Pics: Gerrit Erasmus
powerful 2-stroke motor with that of a
1000cc supercharged powerplant. The H2R
was born – a 300hp track-only animal that
would make even Chuck Norris soil himself.
This, again, made the H2 the world’s fastest
In 2016, Kawasaki made the
supercharged Ninja H2 available to the
masses. With 100 horsepower less, R300k
cheaper and a license plate and mirrors,
customers who were brave enough, and
more importantly had the money, could
experience the anger and pleasure from the
supercharged litre beast.
I have been lucky enough to have tested
both the H2R and H2 base models. The
H2R brings a whole new meaning to the
word scary, while the H2 was sublime in just
about every aspect. The only problem was
that it was restricted to a small customer
base, not only because of its hefty price,
but also its aggressive nature. Not many
riders could, or wanted to handle that much
power. It’s great for the odd out-ride and
breakfast run sprint, but even that is a lot
of work and leaves your body feeling a bit
battered. However, it’s a riding experience
like no other and one that every biking nut
should be able to engage in. Kawasaki have
now answered the cries from Customers
and Dealers asking for a more refi ned and
user-friendly version of its supercharged
phenomenon. Basically, an H2 you can ride
RIDEFAST MAGAZINE JUNE 2018 5 9
Ninja H2 SX
Kawasaki’s latest member of the Ninja H2 family
is a supercharged, 200hp sportbike with a comfy
passenger seat and space for panniers. The bike
is a mix of crazy speed and comfort. As Kawasaki
puts it: “The Ninja H2 SX is the “Supercharged
Sportbike” offering the most desirable street qualities
of Hyperbikes, Sportbikes and Sport Touring bikes”. It
is, in short, wonderfully excessive.
It’s a sportbike with touring features, 200hp, tons of
electronics and a supercharger; no other motorcycle
on the market can be described this way... “It’s a cross
between a hyperbike, sportbike and sport touring
bike” say Kawasaki. “There’s no competition.”
There is no competition and that’s what makes it so
special, apart from the supercharged motor of course.
Kawasaki were very clever in using the one-of-a-kind
engine in a sophisticated platform. They have in the
past released some of the best sport touring bikes –
the ZZR range and more recent Z1000SX. While the
ZZR 1400 is still a valid option, especially here in SA
where it’s loved, the Z1000SX never really took off.
Journos and Customers alike loved the overall feel
and comfort of the bike but were left wanting more
from the engine and electronics.
The new Ninja H2 SX now replaces the Z1000SX
as Kawasaki’s new sports touring option.
Those anger management classes paid off
While Kawasaki’s focus on the H2R and its de-tuned
civilian counterpart H2 were very much on speed
above all else, the H2 SX has been completely
reworked and refi ned for comfort and everyday rider
friendliness. That translates to ergonomics revised for
a less aggressive riding position, an added rear seat
to share in the fun and 58 litres of luggage-carrying
capacity for extended trips. Don’t let the civilities fool
you though. The supercharged 998cc inline-four
engine still coughs up a titanic 200hp, supplemented
with a whirl from the boost that constantly entices
you for more throttle. Kawasaki sent the outraged
powerhouse to anger management classes to help
clam it down. The result is a much more sensible,
effi cient, everyday satisfying agent that is a pleasure
to operate. Power a plenty no matter the rpm or
gear, just twist-and-go. Acceleration is where you
can really feel the advantage of the supercharger,
but overall speed doesn’t feel any faster than a
normally aspirated litre machine. Producing 137Nm
of torque at only 9 500rpm helps deliver the power
faster than anything else out there in the production
superbike category. That’s 13 more than the new allconquering
Ducati Panigale V4, although I still think
the 1100cc V4 Italian Stallion would achieve a faster
top speed. One thing the V4 or any other superbike
does not have is that supercharged whistle on
deceleration, which is still very apparent and fulfi lling
on the H2 SX.
While attending anger management classes the H2
SX did gain a bit of weight, 18 kilos in total. Although,
out on the road this actually helps improve the bikes
overall stability. The chubby weight and 30mm longer
wheelbase give it a much more balanced feel in all
areas, without hampering the handling. It’s no racy
superbike for sure, but the agility is surprisingly good
considering its weight.
“Don’t let the civilities fool you though. The supercharged
998cc inline-four engine still coughs up a titanic 200hp,
supplemented with a whirl from the boost that constantly
entices you for more throttle.”
60 RIDEFAST MAGAZINE JUNE 2018
“The engine is incredibly
smooth and feels like it’s
never being overworked
thanks in large part to the
supercharger. I never felt
that shift-me-now vibration,
and more often than not
found myself in a low gear.”
RIDEFAST MAGAZINE JUNE 2018 6 1
“The riding position is cozy. It’s the
business class of sports tourers.... and
a seat that doesn’t leave your rear
end feeling like it spent a night in a
Nigerian prison cell.”
The H2 SX is a great bike, but
that WOW factor from the
supercharged H2 is missing.
The standard setup is not ideal for
attacking turns. The front end is soft causing
the front to fl oat a bit in the turns. More
weight is needed on the front, so I would
suggest a couple of turns of pre-load to
load up the front and make it more planted,
which is easily done on the fully adjustable
The riding position is cozy. It’s the business
class of sports tourers with its upright bars
perfectly set, high screen that offers brilliant
wind protection and a seat that doesn’t leave
your rear end feeling like it spent a night in
a Nigerian prison cell. Out on the open road
is where the SX showed its true capabilities,
showing off its allure like a show pony at a
The SX handled the everyday commuting
I did adequately. The clutch was easy to
use and getting the chubby machine on
and off the side stand was a lot easier than
I thought. Seat height is well placed and
even a standard-sized rider like myself never
felt intimidated or uncomfortable. The heat
from the engine was welcomed on the
cold morning commutes, but not so much
in the afternoon heat. Still, it’s way cooler
than the Ninja H2 superbike. The SX’s
engine temperature didn’t spiral once on
the stop-start commute, this thanks to the
massive nostrils at the front helping keep
the hot-headed motor as cool as possible.
They also added that aggressive styling that
makes the H2 so enticing. The clutch was
reasonably light and easy to use, while gear
changes were better and smoother than the
old school clutchless way. The gearbox was
not the slickest and this brings me to my fi rst
of the two small complaints I had with the
SX. Firstly, no quick-shifter standard on the
SX model and secondly the same old plain-
Jane analogue/digital TFT LCD dash. On a
new 2018 model bike that cost R260 000
you would think a quick-shifter and colour
display dash would be obvious inclusions as
standard. Sadly, they’re not. They do however
come standard on the top of the range SX SE
model, which costs R40k more, along with
auto-blip for clutchless downshifts, launch
control, heated grips, slightly bigger screen,
braided hoses and very neat cornering lights
built into each side of the fairing. This latter
feature further illuminates the road when
cornering at night.
I can’t for the life of me understand why
Kawasaki would not just have a quickshifter
standard on the SX model. Not only
would it add extra value to the bike, but also
disguise the slightly stiff gear changes. Any
modern-day motorcycle over 500cc should
come standard with a quick-shifter, that’s
how I see it. As for the dash, not sure what
Base SX model dash on top and SE model
bottom. Nice, but could be better.
Kawasaki have against going the route all
its competitors have gone. Nothing better
than climbing on a new bike, turning the
key on and seeing that massive colour TFT
LCD digital screen light up with some funky
graphics. This does not happen on the SX
model, but is better on the up-specced SE
model which comes with a better-looking
Despite these two gripes the SX is still
packed with loads of electronic wizardry.
Everything from cruise control, to the very
62 RIDEFAST MAGAZINE JUNE 2018
intelligent Kawasaki Cornering Management
Function (KCMF) which oversees 3-mode
traction control, wheelie control, engine brake
control and Kawasaki’s Intelligent anti-lock
Brake System (including pitching and corner
braking control). There are three power modes
delivering 50, 75 and 100 % of the engine
capabilities as well as ABS.
Kawasaki claim 25% better fuel effi ciency,
saying it’s “on par” with the Versys 1000,
which gets a claimed 15 kilometres per litre.
That’s a big statement to make considering
it’s a supercharged motor. Kawasaki claims
more than 300 km fuel range from the 19-litre
tank. Out on the open road the best I got was
15.4km per litre, riding patiently and sticking to
the speed limit. That fi gure went up to 17km
per litre when I wanted to explore more of the
supercharged engines power. On the everyday
magazine delivery commute I averaged around
Bridgestone S21 Hypersport
tyres help keep the big bike
planted around the bends
15.8km per litre, again riding more responsibly.
Braking was sharp and effi cient with a great
feel and never once faded during short or long
rides. The ABS gets the job done nicely in the
background without interfering too much.
The SX model is only available in what
Kawasaki call “Metallic Carbon Gray/Metallic
Matte Carbon Gray”, and while it sparkles
exquisitely under sunlight, it doesn’t paint
quite the same portrait parked in the shade.
This is where it loses all its charisma and
highlights the need for some extra colour.
The SX SE models “Emerald Blazed Green/
Metallic Diablo Black” colour scheme looks
much more suited and highlights the bikes
aggressive styling a bit more.
At the end of the day Kawasaki have made
their supercharged engine more refi ned and
open to the everyday rider. The new H2 SX is
an accomplished blend of exhilarating power
and performance, paired with comfort and
effi ciency. While it’s near perfect, you must
anticipate the Ninja H2 SX within its realm of
reality. It’s still a sports bike, just more upright
and relaxed. The bike is a mix of crazy speed
and comfort. As Kawasaki puts it: “The Ninja
H2 SX is the “Supercharged Sportbike”
offering the most desirable street qualities of
Hyperbikes, Sportbikes and Sport Touring
bikes”. It is, in short, wonderfully excessive.
I really enjoyed my time on the SX and
I must take my hat off to Kawasaki SA for
making both models well priced in a market
spiraling out of control. At R259 900 for the
SX you get a lot of bike missing one or two
little tricks and R299 900 for the complete
package SE model, so I would lean more
towards the SE model. Either way, you can
now ride a supercharged bike that does not
want to rip your arms off and have you visiting
the chiropractor after every ride.
KEY SPECS NINJA H2 SX
Engine: 998cc Liquid-cooled, 4-stroke
In-Line Four with Supercharger
Maximum Power: 200 hp @ 11,000rpm
Maximum Torque: 137 Nm @ 9,500rpm
Seat height: 835mm
Wet weight: 256kg
Price: R259,900 (SE model R299,900)
RIDEFAST MAGAZINE JUNE 2018 6 3
EXCLUSIVE MATT BIRT MOTOGP COLUMN
Matt Birt has been a MotoGP journalist for 22 years and is now one of the official voices we hear commentating
every MotoGP Sunday. Matt takes us behind the scenes of the MotoGP paddock in this exclusive column.
“Since then, Marquez
appears to have made
it his personal mission
to destroy his rivals.”
“THE FASTEST RIDER ON THE PLANET”
When Marc Marquez embarked on
his destructive rampage through
the field in Argentina earlier this
season, he left himself exposed to some of
the most vicious criticism I’ve heard since I
joined the MotoGP paddock in 1996.
He was lambasted for being a reckless
rider whose super aggressive tactics
resulted in an approach to racing that had
little or no regard for the safety of those
Some of the harshest words were aired
loud and clear by Valentino Rossi, who
unleashed a tirade so brutal that he said
Marquez was destroying the sport with his
Since then, Marquez appears to have
made it his personal mission to destroy his
Stung by the ferocity of the criticism after
Argentina, the Repsol Honda rider has
gone undefeated in the following three
races and maybe even more after reading
this. And he’s done it with performances
that have oozed composure and controlled
aggression. Marc has made his mark
without leaving a mark on anybody.
It can’t be disputed right now that
Marquez is the fastest rider on the planet.
He’s a freak of nature not only blessed with
sublime natural talent for going fast on two
wheels, but he has a set of skills that make
him unique in the modern era of racing.
Marquez crashed an astonishing 27
times in 2017 but probably saved at
least double that tally with his exceptional
knack at defying gravity when his Michelin
front tyre suddenly starts to slide away
He was at it again in Le Mans when he
was almost on the floor at turn 3 while
managing Danilo Petrucci’s persistent
challenge behind him.
Petrucci was convinced Marquez was
down but he dug his elbow and knee into
the ground and pulled off another miracle
save that appears beyond the capability of
anybody else on the grid.
64 RIDEFAST MAGAZINE JUNE 2018
A bamboozled Petrucci was then left
further in awe of Marquez when on the very
next lap he hammered in his fastest lap of the
race less than 95 seconds after he’d nearly
been biting bitumen.
Marquez eventually cruised to his third
straight win for the first time since that golden
run in 2014 when he steamrollered to victory
in the first 10 races.
And it’s all starting to feel rather ominous.
I think Marquez is riding better than at
any stage in his career. He doesn’t need
the helping hand he is getting, with title
rivals Andrea Dovizioso and Johann Zarco
capitulating in France and Yamaha’s challenge
being undermined by its failure to match
Honda and Ducati’s performance with the
controlled Magneti Marelli electronics.
Le Mans was his 38th premier class win
at the age of just 25. Incredibly, he’s won
40% of the MotoGP races he’s started and
only Valentino Rossi, Giacomo Agostini, Mick
Doohan and Jorge Lorenzo have won more
premier class races in history.
And Lorenzo’s tally of 44 looks increasingly
vulnerable if Marquez maintains his winning
touch in 2018.
Le Mans was another perfect
demonstration of how much belief Marquez
has in himself. He used his gut instinct and
the courage of his convictions in France to be
the only rider on the grid to select Michelin’s
hard rear tyre.
To go out on a limb like that shows
tremendous trust in your own ability. He
used the hard compound to obliterate the
field in the morning warm-up by nearly
half-a-second. That was a move bold in the
extreme because early morning temperatures
in Le Mans are so low that even his Michelin
technician expressed grave reservations
about the wisdom of that choice.
Michelin was adamant it was too risky
but Marquez won the argument. With hotter
temperatures for the race, Marquez knew if
he was still in contention with 10 laps to go,
the hard rear tyre would be key. And that’s
how it panned out. He was so much in his
comfort zone with the hard rear tyre that he
said every lap it felt brand new and towards
the end he was ‘cruising’.
As Rossi was quick to point out after Le
Mans, it’s not the fact that Marquez has
established a handsome championship lead
already that should be giving the rest of the
grid sleepless nights. It’s his speed that’s
Victories in convincing fashion in Jerez and
Le Mans came on tracks where Marquez had
only won once previously in his MotoGP career
and where the Honda usually struggles.
Qatar is not traditionally a track he or the
RC213V favours but he finished just a bike
length behind Dovizioso in second.
Had he not imploded in Argentina there
were many expected him to decimate the
field by over 10 seconds.
Warning shots have been fired to the rest
of the field and it’s now time for them to fire
back before it’s too late.
It always takes two to tango and huge
credit for the way Marquez has dominated
2018 goes to HRC.
Their new engine significantly reduced
Ducati’s horsepower and top speed
advantage. Power delivery is also more linear
this year and a large part of the acceleration
woes that have hindered HRC recently have
With less wheelie on corner exit, Marquez
is no longer having to abuse his front tyre less
in the braking zone, which is the area where
you had to make up time on the Honda in
the past. That meant Marquez tended to
overheat the front tyre and that meant the
margin for error was way less than this year.
And the introduction of a new carbon fibre
swingarm has helped the RC213V be faster
and more consistent on worn tyres.
Marquez has now added
patience and maturity to
his game, making him the
Just another day in the office
for Marc Marquez
A vastly improved Honda and the aweinspiring
talent of Marquez makes a potent
combination that will take some stopping.
There’s still a long way to go in 2018 and
the fat lady isn’t singing just yet. It won’t be
long though before she starts warming up.
RIDEFAST MAGAZINE JUNE 2018 65
What would it be like if women ruled the world? Organized, very organized.
Words: Mieke Oelofsen Pics: Janine Olivier
The 5th of May was International
Female Riders Day and I decided
to leave my fears of group riding
and anti-socialising at home
and joined The Litas on their
Ladies Only ride. For those of you unfamiliar
with them, The Litas is an international
organization, with chapters in 29 countries
and 195 cities, including Johannesburg,
Cape Town and Durban. It is neither a club
nor a cult, with the only requirement being to
respect each other and have a passion for
the open road. The Johannesburg chapter
is run by the lovely Estelle Lötter, and let me
tell you, this lady is dynamite when it comes
to organizing. No lady rider is left to navigate
to a meet or back alone so over-protective
hubbies and partners can relax and let
their better half venture out “alone”. Estelle
hooked me up, and within 5 minutes I had
riding buddies and a meeting spot close by
my home. Of course, the eager beaver in
me made sure I was there 20 minutes early
and freezing my tits off next to the highway. I
had been up since 4am after all, not entirely
trusting my alarm clock to work on Saturday
mornings and dreading being late.
After a fast paced and noisy ride (you
have to have a Harley present) we joined the
rest of the ladies at Engen Longmeadow.
Now if you’re as socially awkward as I am,
you’ll understand my concern for venturing
out to meet complete strangers. Imagine
my surprise when you’re met with hugs and
genuine smiles, and an immediate feeling
of belonging. And that’s what it is all about
for The Litas - individuality and community.
I can neither confi rm not deny having my
helmet fog up a bit afterward whilst catching
For those of you wondering – I too was
pleasantly surprised to fi nd the bikes in
attendance varying from a MT-07 to a
Ducati Scrambler, to S1000RRs and a few
GS1200s. We’ve come a long way from the
days of only being spotted on pillion seats.
The rider briefi ng actually made sense,
and after a quick fuel fi ll we were placed in
order of riding experience - newbies in the
front. We were then ready to brave the N3 to
Vanderbijlpark. I have never been too keen
on group riding, and it honestly took a bit of
getting used to being herded by marshals
and a sweeper. You must know that these
66 RIDEFAST MAGAZINE JUNE 2018
ladies take their jobs quite seriously, since
it is so important to the safety of the group.
Riders are encouraged to keep a staggered
formation, following close enough behind the
rider in front to see their face in the mirror.
This ensures that no cars try to merge with
the group, and essentially making it easier to
keep all the riders together. A medium pace
was set by the front-runners, and the rest get
to alternate speeds to catch-up.
A quick stop en-route saw our group grow
even more with splashes of pink and glitter on
Busa’s (nogal!) whilst I hurriedly tried to get all
the bikes and babes on video to send to the
boys back home. Arriving in Vanderbijl I learnt
that it is only polite to point out the potholes
with your feet, as opposed to simply dodging
them, and this effectively makes you look like
a breakdancing drunk.
Hooting and revving announced our arrival
at Gas Monkey – more ladylike than the boys
of course. The ladies parked in an orderly
fashion and casually dismounted before the
mad scramble to check makeup and hair in
one’s mirror commenced. Yes, girls will be
girls, no matter the place.
After the customary group photo, with the
guy having to climb higher and higher on
his chair to get all the ladies in the shot, we
strolled to our reserved tables adorned with
pink balloons. See, unlike the movie Mean
Girls there were no cliques to skirt around only
to find yourself nibbling lunch in a corner on
your own. Nope, The Litas just absorb any
newcomer into the group and you quickly find
yourself seated with a bunch of lovely ladies
you’ve never met before. Young, old, from
all walks of life, on all different kinds of bikes,
I found myself fitting right in. And not just
because of my ovaries, but because that’s
what ladies do, that’s what The Litas do.
Breakfast, or brunch by this point, posed
a rather interesting dilemma to my vegetarian
inclination. A plate of chips or a healthy bowl
of muesli? Condolences went around, and
I was offered all manner of edibles. Luckily,
the coffee more than made up for it, and
the overdose of caffeine had me convinced
that sixteen and sixty sounded alike enough
to stick my arm in the air and squeal aloud
during the prize giving. I’m not saying it was
rigged, but I did win a lovely bracelet set in the
next round. On my real lucky draw number.
I too often find myself as ‘one of the boys’
on biking trips, and I’ve always considered the
female interaction lacking at events and rides.
I’m grateful to have a partner who also rides,
and his antics become our memories, but
what about the lady who is not so fortunate?
Or a woman, no matter her age, wanting
to explore our wondrous world on two
wheels? As humans we yearn to be a part of
something bigger than ourselves, and yet be
able to add our own brand of craziness.
With a mouth full of muesli, I mentally took
a step back and applauded myself for taking
the plunge to ride along. Some of us had no
other common interest besides motorcycles
and the open tar roads, and yet we are a
sisterhood. Be it with a fringed leather jacket
on a hog, pink camo pants on a supersuperbike,
or scuffed toes on a naked.
Time flies when you’re having fun,
comparing death defying riding experiences
and meeting fellow colleagues you only
ever saw in the parking lot, and like all good
things the day had to come to and end. But
not before we broke off into smaller groups
heading in the same direction. My direction
being Pretoria, I joined the die-hards on
a detour to a bar for a drink and a rather
insightful exchange of “What do you do?”.
Bean counters, IT techs and- wait for it- an
aircraft mechanic. The day left me both
humbled and in awe.
I arrived home with 304kms on my trip,
new friendships in my pocket and the biggest
smile on my face.
Any lady riders interested in joining
The Litas or coming along on a ride can
check out their Facebook page – The Litas
Johannesburg & Gauteng or their webpage
www.litas.co to find your local branch.
Here’s to Girl Power.
RIDEFAST MAGAZINE JUNE 2018 67
HONDA CBR1000 SP
The ‘Blade and the Beautiful
Our long term Honda CBR 1000RR SP has never looked so good. Our gorgeous Mieke
Oelofsen gave us no choice and made us hand the keys of the new blade over to her.
And like any smart man we never argued and gladly obliged.
Good-looking, well built, always presentable,
a proven pedigree, impeccable manners,
throaty voice – these are just some of the
things that us ladies look for in a ma- I mean
motorcycle. And since ladies are notoriously
hard to please, fi nding one steed that ticks
all those boxes can be a bit of a challenge.
Mr Sato, LPL for the SP, said that the new
Fireblade promises customers “The pure
joy of riding”, and like a true gentleman it
delivers on that promise.
Yes dears, the Honda CBR1000RR
Fireblade SP is the new crush. In red, blue
and white livery for the 25th Anniversary
Edition, the ‘Blade is very easy on the eye,
with lines that will make you swoon.
The SP model has a stiffer price tag
than the base model, and the question on
everyone’s lips is whether it’s worth it. The
semi-active Öhlins suspension is a real
treat - one I’ll get to in a moment - and one I
highly recommend. The SP is also fi tted with
a smooth as silk quick shifter with auto-blip,
which I dearly missed when I got back on
my ol’ faithful.
When the inner hooligan comes out, or
conditions demand it, the Brembo radial
callipers are the backup you want, and will
suit even the most aggressive riding – if
that’s your thing.
Since modern ages allows us to straddle
horse-power and not sit pretty in side-saddle,
we can confi dently swing a leg over to really
appreciate how lean the ‘Blade has become.
The ladies from The Litas who had their
pictures snapped with this dream machine
agreed - through all the gasps and giggles
-that it really does not feel like a 1000cc.
The riding position is less aggressive than
the other litre bikes, but don’t let that lull
you into thinking this bike does not pack a
punch. Honda aced the challenge of powerto-weight
ratio and presenting the ‘Blade
at just 195kgs all fl uids intact, it has really
gone a long way to put Honda back in the
running for top spot. On a 2nd gear rolling
start I quickly learnt that backing down is
not an option. I scooted my booty as far
back as it would go, twisted the throttle and
was amazed at how easy the bike is to Ride
Fast. The screen unfortunately does not
provide a lot to tuck behind and that can
become a bit unpleasant, even for someone
of my stature. The bike offers a languid
cruise at 180kmph while you gather your
eyeballs back in their sockets, but a quick
downshift or two has it hurtling ahead again.
The fi reworks start fi zzling out upper 200’s,
but who’s really counting by this point.
The new dash auto adjusts to ambient
light, and although it initially represented a
bustling magazine rack, the 3 display modes
allows you to drown out the noise and
pick what you want to see. The rest of the
on-hand controls is rather straightforward,
my only gripe being the placement of the
hooter and indicator so close together. The
ladies who prefer to keep their manicure
long might take a while to fi gure out a fool
proof way of working around it, but in my
few rides on the ‘Blade I eventually gave up.
Hand signals seemed more effective than
having to look down to locate it. Inadvertent
hooting just attracts unwanted pervs on the
road, and the Citi Golf drivers will think you
are signalling a dice.
Unlike men who require an operating
manual to get the most out of every ride,
the SP’s adjustable suspension is easy to
play with and understand. 4 main settings
(General, Brake, Corner & Acceleration) to
fi ddle with in a -5 and +5 range and an easy
backup to default means no more asking
the boys for a hand. And it can be done
without having to be stationary, so no having
to pause the action for too long to tweak
a setting or a chafi ng bra strap. Safety fi rst
though, so be sure to keep those lovely eyes
on the road.
The standard end can might not be the
prettiest to look at, but it’s not the worst
either. Although it only slightly caresses
your ears - and unless you’re really after a
performance exhaust – there’s no rush to
break open the piggy bank just yet.
If The Litas welcome is anything to go by,
the ‘Blade SP will fi nd itself on many a lady’s
68 RIDEFAST MAGAZINE JUNE 2018
SA SBK RACING:
SUPER GP NATIONALS: ROUND 4, KYALAMI - SA BIKE FEST
Seller leads White and Upton
The fourth round of the 2018 SuperGP Champions Trophy took place at the Kyalami Grand Prix Circuit
over the weekend of 25 to 27 May as part of the SA Bike Festival. Words: Paul Bedford Pics: Paul Bedford & Eugene Liebenberg
Clint Seller (King Price Extreme/Bikefi n
Yamaha R1) continued his run of pole
positions when set the quickest time in Friday
afternoon’s SuperGP qualifying session.
He was joined on the front row of the grid
by Michael White (Consortium Shipping/
Ridgeway Sports Bar Yamaha R1) and Morne
Geldenhuis (NCA Plant Hire / Hi-Tech Racing
Yamaha R1), who was making a welcome
return to the track after recovering from his
crash in Cape Town. Daryn Upton (Uncle
Andy Racing Suzuki GSXR 1000) headed the
second row of the grid with Gavin Upton (Turn
Skill Engineering / Shop #74 Yamaha R1), the
fi rst of the SuperMasters riders, alongside him
in fi fth. Beau Levey (Motos KTM Klerksdorp
RC8) rounded out the top six.
In Saturday’s opening race Seller grabbed
the lead from the start with White and
Geldenhuis right behind him. Just as it looked
like Seller was going to disappear into the
distance, the red fl ags came out as both
White and Geldenhuis had fallen in separate
incidents. Both were able to remount and
make it back to the start grid, although White
did have a fairly serious injury to one of the
losing the front
fi ngers on his right hand. At the restart, Seller
again grabbed the lead ahead of a three-way
tussle between White, Geldenhuis and Daryn
Upton. Seller was able to control things from
the front and slowly extended his lead, taking
victory by seven seconds. Despite his injury,
White emerged at the head of the chasing
group to take second ahead of Geldenhuis.
Upton claimed fourth with Dylan Barnard
(Shop #74 Kawasaki) getting the better of a
race-long duel with Levey to take sixth. Levey
also claimed the SuperMasters honours after
Gavin Upton suffered arm pump when he
looked well placed to take the win.
Race 2 took place on Sunday afternoon
and again it was Seller who grabbed the lead,
but a software glitch caused uneven power
deliver from his Yamaha. The fi rst time this
happened, it took Seller by surprize and he
ended up sliding down the road. He was able
to re-mount but had dropped almost to the
back of the fi eld. He was able to ride around
the problem with his bike, but fourth place
was the best he could do. While Seller was
working his way though the fi eld, White was
holding off fi rst Geldenhuis and then Upton
at the front of the pack. Despite the pain he
was in, he managed to hang on to take the
70 RIDEFAST MAGAZINE JUNE 2018
The very brave and very
fast Michael White
Boshoff also crashed
out with just two laps to
go, handing Baker the win.
Behind him, Bester and Staffen were engaged
in their own battle, crossing the line in that
order to join Baker on the podium. Schultz
came home in fourth ahead of Gehlig, whose
fi fth place was his best ever Super600 fi nish.
Dian Nelson crossed the line in sixth on his
TRD Motorcycles Yamaha R6.
win with Upton and Geldenhuis joining him on
the podium. Levey got the better of Barnard
this time to take fi fth and again claim the
Blaze Baker (King Price Extreme/Bikefi n
Yamaha R6) waited until late in the qualifying
session before he ventured out on track. He
then reeled off two quick laps that gave him
pole position ahead of Adolf Boshoff (Uncle
Andy Racing Suzuki GSXR600) and Hayden
Boshoff on the Suzuki was pushing hard to stay with
Yamaha mounted Baker. Sadly, Boshoff tucked the
front heading in to Clubhouse corner
Jonas (Samurai Racing Yamaha R6). Byron
Bester (Hi-Tech Racing Kawasaki ZX6) was
next up with the Cape Town pair of Brandon
Staffen (AJH Cooling/Keating & Jansen
Kawasaki ZX6) and Jared Schultz (Uncle
Andy Racing Suzuki GSXR600) completing
the top six.
Baker and Boshoff were left to fi ght it out
at the front of the fi eld after Jonas crashed
out in the early stages of the fi rst race. There
was almost nothing to choose between the
pair as they regularly swapped positions until
Baker and Boshoff resumed their battle
in the second race, but this time Baker was
able to open a gap which he could manage
to the fl ag. Boshoff had to settle for second
with Jonas, competing in his fi nal race on the
national stage, in third just ahead of Bester.
Schultz and Staffen rounded out the top six.
The BOTTS category joined the SuperGP
riders for another round of their regional
championship. In addition to his SuperMasters
win, Levey also took the BOTTS win in the
opening race. He was followed over the line
by championship leader Thomas Brown
(REHAB Racing Ducati) and James Harper
(Moto Uno Ducati). In race 2, Levey was again
the winner with Harper getting the better of
Brown this time.
The SuperGP Champions Trophy now
takes a winter break before the next round
which is scheduled to take place at the Aldo
Scribante circuit in Port Elizabeth on 25 August.
Awesome rides from both Brandon
Staffen and Byron Bester
Strati on his naked
KTM 1290 Superduke R
RIDEFAST MAGAZINE JUNE 2018 7 1
CLINT SELLER AT LE MANS 24 HOUR
SA CHAMP TAKES ON
LE MANS 24 HOUR
5-Time SA Champ, Clinton Seller, recently flew over to France to take on the famous Le Mans 24 hour endurance race.
We managed to sit him down and ask him a few questions about his experience.
Q: How and when did you get the call to
join Team RCL Suzuki for the Le Mans 24
A: I emailed Mike Dickenson in the UK
asking if he had any contact in the World
Endurance paddock. He put me in contact
with the R2CL fuel guy and team manager.
Initially they had no interest in me riding for
them and kinda brushed me off, but I was
pretty determined and sent multiply mails
telling them I won an American endurance
championship and a few SA titles, which
I think forced them to google me (which
straight away went to my East London
wheelie crash, hahaha). I think they decided
to take a risk on me and invited me to a test
at pre Le Mans test.
Q: Did you do any testing beforehand?
A: I was invited to the pre Le Mans test two
weeks before the race. It rained both days
and I struggled quite a lot but ended up the
quickest in the team so it kinda sealed the
deal for me.
Q: What was the biggest adjustment for
you? The bike, tyres?
A: The most difficult part was to adjust to the
fact that the bike had NO traction control,
wheelie control or autoblip. Over the years
with my SA team, Anassis Racing, I have
become used to a very strong electronics
package and feel like I ride it to the electronics
limit, but without those elements it scared me
with some serious slides in the dry and in the
wet it felt like a death machine. This Suzuki
GSXR1000 has about 210BHP, so it’s got a
bit of power.
Q: How was the atmosphere at the race
A: One word… Incredible! 120 000
motorcycle fans going crazy and full on
supporting motorcycle racing.
Q: Michael Dunlop was one of your teammates
for the race, how was it meeting
and working with him?
A: He is a really cool guy, super chilled and
happy to talk about his TT experience and life.
We ended up spending loads of time together
as we were the only English-speaking people
in the team. Unfortunately, he pulled out before
the race day so he left on Friday afternoon. We
still chat quite a lot and hope he can come to
SA this December for a bit of a holiday.
Q: How did practice and qualifying go?
A: There’s no getting around it - it was tough!
We had loads of issues with the feel of the
bike and the front-end setup. I ended up
doing the quickest time in quali for the team,
but we still only ended up 17th but there were
some very factory teams there.
Q: Race day?
A: I must say I was extremely nervous and I
think the team could see that, so they got one
of the other riders to start the race. It’s actually
crazy when you look at the stands and hear
all the screaming and singing of the fans - I
was blown away with the size of the show
and support. There was even an SA flag flying
amongst the crowd which felt cool. Our team
got off to a good start moving up to 15th
in the first stint. I then got on the bike and
managed to move us up to 12th, which I was
pretty happy with, but what it also made me
realize is that 53 min stints are hectic and that
it was going to be a long ass day. When my
second stint rolled around I was now keen to
push, which I jumped on and did. I managed
to get us up to 9th and was chasing 8th
and over did it and tucked the front in the
last turn. I was so heart broken and upset
with myself, but just pushed the bike back
as quick as I could to get to the team. They
were incredible and fixed the bike in 10 mins
and I was back on track in 39th place. Myself
and the other 2 riders now had to push to the
max for the rest of the race to get us back
up. It was extremely hard but my team mates
had loads and loads of experience, one was
an X endurance world champion with 15 Le
Mans races under his belt, so they knew how
to put together very strong stints. That helped
the three of us to move up a few places every
hour. By early morning we were up to 15th,
but all three of us, mainly me, were beyond
tired and it felt like every muscle in my body
was going to just stop working. I learnt how
incredible the human body is, because when I
thought I could do no more, it just kept going
and going and we picked off one place after
the other. In the last hour, we moved up to
12th and that’s where we settled to a safe
pace. Happy, but exhausted.
Q: Will you be riding for the team again?
A: I am hoping to do the Suzuka 8 hour
in September, but the team needs to find
funding and hopefully can get me in.
Q: Is there a chance for any other
A: I’m really hoping to pick up a ride in a
permanent Word endurance team, but at this
stage haven’t got anything on the go. I guess
I got to get hold of teams and hopefully they
saw how I did at Le Mans.
72 RIDEFAST MAGAZINE JUNE 2018
Wow, the response so far is amazing!!
Here are the top few that we have selected so far, You need to
put a bit of effort in not just send a pic of boots, let the guys out
there laugh a bit. LAST CHANCE TO ENTER!
Final selection for the winner to be announced in our July issue.
Good evening Rob,
Please see images of my Dad’s (Brian van der
Bijl) racing Sidi Boots (1973 models) bought
for the TT Summer trial in 1973, they were
also used to race in the South African side car
and road racing championships.
A pic of my dad in flight mode flying off his
side car and lost his knee cap in the process
wearing these Sidi Boots. (1975)
The other image is racing a CB400 Four in
All the best,
Dave van der Bijl
TO WIN A PAIR
OF SIDI MAG 1 BOOTS!
All you have to do is send us an image of your skankiest old
boots - wearing them, not wearing them - whatever. We’ll
judge the best pic and decide on the most
deserving winner. Use your imagination, make
it entertaining, this should be a lot of fun!
All worthy entries will be published and we’ll
announce the winner in our July Issue!
Entries to firstname.lastname@example.org - Sidi Competition
Hope you doing well. Well
these iare my riding boots
at the moment. Hope it
puts a smile on your face.
My bike boots were misplaced
we moved. Some lucky
helper needed it more
than me I guess riding
on a borrowed mountain
bike problaby. Hope to put
those great Sidi boots on
hopefully. Thanks for an
Keep up the good work
Me in my 25 year old Sidi
Diadora's that started life
as red and white! Closeup
also attached to prove
I'm still using them -
they've been re-soled 3
times! Cheers John Quinn
My name is George
Georgeu, I am 74 years old
and still ride my motorcycle
every day, or at least
as much as I can. Several
times a week.
I own an original pair of
SIDI bike boots, dating
back to 1973. I bought
these boots when SIDI was
in its infancy and I was a
much younger biker. Soon
after I also bought one of
the first ever Honda 250
Elsinore’s in South Africa
(Cape Town) and started
doing lots of dirt riding in my Sidi boots !
These boots were worn daily 24/7 while touring
Europe and Greece in 1975 on a brand new (one
of the first in the world) BMW R90S models.
Did around 60,000km through Europe on the bike
wearing my Trusted, genuine leather SIDI bike
These boots have been track racing on a CB 77,
done many thousands of kilometers off road and
on road and must have done over 200,000 km in
The clips are all still original, as are the fastners,
the soles and the leather. Even the insides are
still original. I still often use these boots as they
are still fully wearable and durable.
I have always been a good ambassador for
this brilliant brand with my Original Sidi’s from
1973 and as I am a struggling pensioner I will be a
deserving winner, won’t you say?
RIDEFAST MAGAZINE JUNE 2018 73
HOW TO MAKE IMPROVEMENTS ON EVERY SINGLE TRACK DAY
Dan the man from lifeatlean.com will help you become that confident and consistent
track rider that you have always strived to be. Over the course of the year we will bring
you articles that will help you improve your riding style and lap times. Words: Dan Netting
Pics: Gerrit Erasmus
STEERING TOO EARLY
Why it’s bad and how to prevent it
Steering into corners too early is a common
trait that can be observed through a large
portion of track riders. From budding track
day goers to seasoned club racers.
It’s a trait that comes from a less than ideal
corner entry approach, with a few skills
potentially contributing to the reasons why
they do it.
In this article I want to specifically touch on
why steering into corners too early is often
bad and some steps you can take to notice
and correct it.
Negative Effects of Steering Too Early
When you steer into a corner too early it
isn’t corner entry that suffers, but rather
what comes after corner entry.
This trait is most detrimental in more simple,
smaller radius corners where turning in early
means you’re going to be waiting longer at
corner exit to get the bike pointed up the
track in the direction you want to go.
This is going to delay your exit drive
because you cannot stand the bike up as
early as you want to, but it can also create
some dangers too.
This delayed throttle drive can leave you
feeling impatient. You’ve passed the apex
and you know you should be beginning
your exit phase and driving out, but
because you can’t stand the bike up you’ll
be tempted to applied more throttle before
you’ve been able to get the bike up off the
side of the tyre. This is dangerous.
It also creates more urgency when you can
eventually pick the bike up, and instead of a
smooth progressive drive out of the corner,
throttle application is more immediate.
This will reduce quality of bike stability
and traction, and you’ll probably end up
shredding tyres quicker too.
How to Know if You Are Steering Early
The biggest indicator will be how you feel
at corner exit. If you feel like you can’t start
your bike pick-up and drive out as early as
you feel you should, it’s likely because your
entry line was too shallow.
74 RIDEFAST MAGAZINE JUNE 2018
You may also find that you’re frequently
running out of space at corner exit too.
This can come from your impatience
brought on from the delayed drive,
meaning you try to start picking the bike
up too early for the line you’re on and the
amount of space you have.
If you’re feeling like your you’re losing out at
corner exit as well as frequently running out
of space, then those are sure fire signs that
your line into and through the corner needs
to be looked at.
As a side note to the above, your entry
point isn’t the only factor in the line you
have at corner exit. For instance, being too
eager with your mid-corner stabilisation
throttle, or being too eager to start your exit
drive can also send you wide and create
However, your entry point and the angle
you create to the apex is a very large factor,
and this will often be the cause of your
How to Prevent Steering Early
So we know why it’s bad, but how do we
prevent it from happening. Here are some of
the skills that can contribute to the habit of
steering into corners too early.
Visual Skill: Without any solid references
for where you want to begin steering you’ll
have a tendency to drift into the corner
early as you naturally perceive it to be the
safest approach to take. Having a solid
point to aim for and then finding it correctly
with your eyes is going to help you create a
better line into the corner and minimise the
tendency to drift in early.
Now, turn markers aren’t essential for
every single rider. More experienced riders
can get by without them, instead using
the picture of the corner ahead to judge
their entry. That being said I would always
recommend finding and using turn markers
if you’re still learning track riding because
it’s a more concrete way of knowing where
you want to begin steering, as well as
knowing if you actually hit the correct spot.
Steering Confidence: If you’re only able
to steer the bike slowly and have little
confidence to steer quicker, you’re always
going to have to enter the corners earlier to
compensate. If you tried to steer later and
didn’t steer any quicker, you’d simply miss
your apex by some margin.
By having a greater confidence to steer the
bike quicker, it’s going to be much easier
to enter the corner later knowing you can
confidently get on the line that means you
hit your desired apex.
Trail Braking: The more you try to attack
the corner on the brakes, the earlier you’re
likely to steer as you work to leverage the
front tyre at corner entry. Using heavy trail
braking into a corner means you cannot
steer quickly, therefore you must steer early.
A good example of this can be seen in
racing. Riders use a shallow entry line
with a lot of trail braking most often as a
defensive line, or as an overtaking line. Now
in a racing environment where the goal is
to simply beat the other rider this isn’t really
a bad thing, but in terms of outright speed
through that corner and whatever proceeds
it, it’s still likely to cost you time.
For instance, in racing riders will often
attempt an overtake like this, but the rider
being overtaken will simple steer later into
the corner to create a better line at corner
exit and re-pass them down the next
straight, possibly even creating a decent
gap to the other rider if the straight is long
If you have the ability and confidence to
attack the corner with a lot of trail braking
and it’s something you do regularly, then
this could very well be the approach that’s
causing your issues at corner exit.
The best way to know if this is a problem for
you is to be receptive to how you feel and
the results you’re getting at corner exit.
If you feel you’re losing out in this area,
the first thing I would look at is your corner
entry point and your approach line to the
apex. For newer riders it isn’t uncommon to
get much better results at corner exit simply
from steering a little later and quicker in the
Some corners are going to be more
affected by this than others, however. In
some long radius corners an early and
shallow entry point is favourable as riders
look to create a double apex line through
it, or if the corner is followed closely by
another corner going in the same direction
you’ll take a similar approach.
With that said, the best thing you can do
is look to the places where you feel that
you’re not getting what you want at corner
exit. From there consider your corner entry
approach and if it’s possible to change it.
RIDEFAST MAGAZINE JUNE 2018 75
KTM 1290 SUPERDUKE R
“IT’S HULK ON STERIODS”
After a whole month of waiting patiently we fi nally
received some extra bling parts for our KTM 1290
Superduke R long term bike. The transformation
from road going beast to track monster is almost
complete. We are still waiting for our WP front fork
internals, race ready rear shock and rearsets to
arrive and they will be here any day we are told.
For now, KTM SA have fi tted the full system
genuine Powerparts Akro, track pack which includes
quick-shift and auto-blip and some other bling KTM
Powerparts designed especially for the SD 1290 R.
The splash of shinny orange and carbon Powerparts
really do add some extra fl avour to an already mean
looking machine and the pipe not only looks great,
but transforms the bikes performance to another
level. It amplifi es the thumping LC8 motors sound –
this thing is now louder than Rocky’s cries for Adrian.
My neighbours aren’t too impressed….
We didn’t have time to put the bike on the dyno,
as it was needed as a test bike for the SA Bike
Fest, but will do so for next month’s article. No dyno
chart is needed though, we can feel the extra power
straight away. It punches harder and surges forward
with no remorse. It’s Hulk on steroids! The track
pack helps de-activate the nanny electronic aids
trying to tame the beast, so now it just wants to let
loose. The hooligan has been let out of its cage.
“It amplifies the thumping
LC8 motors sound – this
thing is now louder than
Rocky’s cries for Adrian.”
The addition of quick-shift and auto-blip are
welcomed and help disguise the standard bikes one
slight imperfection – stiff gear changes. It transforms
the industrial feeling gearbox into a silky-smooth
Dove advert and just adds even more seductiveness
to the package.
Soon we will have all the parts fi tted and ready to
attack the track, which we are so excited to do. Rob
will be entering some BOTTS races and we will also
be doing some of the endurance races. First up, the
8 Hour at Phakisa on the 30th of June, where we will
be entering a 4 man team supported by Dunlop SA.
Powerparts Goodies list:
Akrapovič Kit “Evolution Line” - R36 000
Front Carbon Fender - R4 300
Track Pack - R5 000
Ergo Seat - R2 300
Fuel tank Quick Lock - R2 150
Clutch/Brake Reservoir Cover - R360 / R710
76 RIDEFAST MAGAZINE JUNE 2018
USED BY WORLD
FULL PRODUCT LINE-UP
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